Vehicle control method, electronic equipment and vehicle

Abstract

The invention provides a vehicle control method, electronic equipment and a vehicle, which are applied to the technical field of vehicle chassis, and the method comprises the following steps: in response to the vehicle entering a target interaction mode, obtaining a first attitude parameter of a mobile terminal; determining a second attitude parameter of the vehicle based on the first attitude parameter; and controlling the active suspension to perform attitude change based on the second attitude parameter so as to realize attitude interaction between the mobile terminal and the vehicle. The first attitude parameter of the mobile terminal and the second attitude parameter of the active suspension are mapped, and the active suspension is controlled to change the attitude according to the second attitude parameter, so that the attitude of the mobile terminal is mapped on the attitude of the vehicle, attitude interaction between the vehicle and the mobile terminal is realized, the interaction capability of the vehicle is improved, and the user experience is improved. And the functionality of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle chassis technology, and more particularly to a vehicle control method, electronic equipment, and vehicle. Background Technology

[0002] The vehicle's active suspension cannot adjust in real time according to the posture of the mobile terminal, meaning that the vehicle cannot achieve posture interaction with the mobile terminal, thus limiting the posture interaction function between the vehicle and the mobile terminal. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a vehicle control method, electronic device and vehicle to solve the problem that the vehicle and the mobile terminal cannot perform gesture interaction.

[0004] To achieve the above objectives, this application provides a vehicle control method, wherein the vehicle includes an active suspension, the method comprising: In response to the vehicle entering the target interaction mode, the first posture parameters of the mobile terminal are obtained; The second attitude parameters of the vehicle are determined based on the first attitude parameters; The active suspension is controlled to change its attitude based on the second attitude parameter in order to achieve attitude interaction between the mobile terminal and the vehicle.

[0005] Furthermore, controlling the active suspension to change attitude based on the second attitude parameters includes: The feedforward damping parameters of the active suspension are determined based on the second attitude parameters, and the active suspension is controlled to change attitude based on the feedforward damping parameters. During the attitude change process of the active suspension, the attitude feedback step is performed: the actual attitude parameters of the active suspension are obtained, and the feedforward damping parameters are corrected based on the actual attitude parameters and the second attitude parameters to obtain new feedforward damping parameters. The active suspension is controlled to change attitude based on the new feedforward damping parameters, and the attitude feedback step is repeated until the actual attitude parameters of the active suspension are the second attitude parameters.

[0006] Furthermore, controlling the active suspension to change attitude based on the second attitude parameters includes: Obtain the travel parameters of the active suspension at the current moment; In response to determining that the travel parameter at the current moment has reached a preset safety threshold, the system determines whether the travel parameter of the active suspension at the next moment exceeds the preset safety range based on the feedforward damping parameter. In response to determining that the travel parameters at the next moment exceed a preset safety range, the system controls the active suspension to maintain the travel parameters at the current moment. In response to determining that the travel parameter at the next moment is within a preset safety range, the travel parameter of the active suspension is controlled to be the travel parameter at the next moment; Wherein, the preset security threshold is the boundary value of the preset security range. Furthermore, the first attitude parameter includes a first attitude angle and angular velocity, and the second attitude parameter includes a second attitude angle; determining the second attitude parameter of the vehicle based on the first attitude parameter includes: In response to determining that the absolute value of the angular velocity is greater than a preset dynamic threshold, the first attitude angle at the current moment is determined as the reference attitude angle of the mobile terminal, and the second attitude angle at the current moment is determined as the reference attitude angle of the vehicle. Determine the change in the first attitude angle of the mobile terminal between the next moment and the current moment, and determine the change in the second attitude angle of the vehicle based on the change in the first attitude angle of the mobile terminal; The vehicle's second attitude angle at the next moment is determined based on the change in the vehicle's second attitude angle and the vehicle's reference attitude angle.

[0007] Furthermore, determining the vehicle's second attitude parameters based on the first attitude parameters further includes: In response to determining that the absolute value of the angular velocity is less than or equal to a preset dynamic threshold, the second attitude angle is determined to remain unchanged.

[0008] Furthermore, determining the vehicle's second attitude parameters based on the first attitude parameters further includes: In response to determining that the absolute value of the angular velocity is less than or equal to a preset dynamic threshold and the duration reaches a preset duration, the second attitude parameters of the active suspension are determined to be restored to the attitude parameters when the vehicle enters the target interaction mode.

[0009] Furthermore, the step of controlling the active suspension to change attitude based on the second attitude parameter also includes: Obtain the rate of change of the damping parameters of the active suspension; In response to determining that the absolute value of the rate of change of the damping parameter is greater than a preset damping change threshold, the active suspension is controlled to change according to the preset damping change threshold.

[0010] Furthermore, determining the feedforward damping parameters of the active suspension based on the second attitude parameters includes: The feedforward torque parameters are determined based on the second attitude parameters; The feedforward damping parameters are determined based on the pre-stored vehicle wheelbase, front wheel track, rear wheel track, and the feedforward torque parameters.

[0011] Based on the same inventive concept, this disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described above when executing the computer program.

[0012] Based on the same inventive concept, this disclosure also provides a vehicle including an electronic device as described above.

[0013] As described above, this application provides a vehicle control method, electronic device, and vehicle. The method acquires first posture parameters of a mobile terminal when the vehicle enters a target interaction mode, determines second posture parameters of the active suspension based on these parameters, and controls the active suspension to adjust according to the second posture parameters. This enables posture interaction between the vehicle and the mobile terminal. When the user operates the mobile terminal to change its posture, the second posture parameters of the vehicle are determined based on the first posture parameters of the mobile terminal, ensuring synchronization between the vehicle's posture changes and the mobile terminal's posture changes. This means the vehicle can change its posture along with the mobile terminal, improving the vehicle's posture interaction capability. This application maps the first posture parameters of the mobile terminal to the second posture parameters of the active suspension and controls the active suspension to change its posture according to the second posture parameters. This maps the mobile terminal's posture onto the vehicle's posture, transforming the mobile terminal's posture into the vehicle's posture, forming a closed-loop action of mobile terminal action - vehicle response action. This enables posture interaction between the vehicle and the mobile terminal, improving the vehicle's interaction capability and thus enhancing its functionality. Attached Figure Description

[0014] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0015] Figure 1 This is a schematic flowchart of a vehicle control method according to an embodiment of this application; Figure 2 This is a top view of the mobile terminal according to an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a vehicle control device according to an embodiment of this application; Figure 4 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0016] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0017] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0018] The vehicle's attitude changes are related to the attitude of the active suspension. Taking a four-wheeled vehicle as an example, the attitude of the active suspension is controlled by four shock absorbers, each corresponding to one of the vehicle's four wheels. These four shock absorbers include: the front left shock absorber, the front right shock absorber, the rear left shock absorber, and the rear right shock absorber. Each of these four shock absorbers outputs a different damping force. Under the action of the damping force of the shock absorbers, the active suspension generates a corresponding torque, thereby achieving the displacement difference of the active suspension corresponding to the four shock absorbers, realizing the attitude adjustment of the active suspension, and thus the attitude adjustment of the vehicle. During the vehicle's attitude change process, the attitude change of the active suspension is achieved by controlling these four shock absorbers, thereby realizing the attitude change of the vehicle.

[0019] With the development of intelligent vehicles, active suspension has become a core component for achieving dynamic vehicle control. Currently, most active suspension systems adjust based on vehicle sensors or preset modes. For example, during vehicle operation, the active suspension collects road condition information through vehicle sensors and adjusts its parameters accordingly to improve ride comfort. Another example is the connection between active suspension and mobile applications, where users can input parameters and the suspension adjusts accordingly. However, this interaction between the active suspension and the user is limited to static parameter interaction and cannot achieve dynamic interaction. Consequently, the vehicle cannot interact with the mobile terminal at the attitude level, limiting its interactive functionality.

[0020] Based on this, this application proposes a vehicle control method, electronic device, and vehicle to enable dynamic interaction between the user and the active suspension via a mobile terminal, thereby enhancing the vehicle's attitude interaction capabilities.

[0021] The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0022] In some embodiments, a vehicle control method is provided, wherein the vehicle includes an active suspension, and the method is applied to a vehicle controller, such as... Figure 1 As shown, the method includes: Step S101: In response to the vehicle entering the target interaction mode, the first posture parameters of the mobile terminal are obtained. Specifically, the target interaction mode is a posture interaction mode, which is a functional mode in which users can use a mobile terminal to adjust or control the posture of the vehicle.

[0023] When the vehicle is in the posture interaction mode, the vehicle's posture can be adjusted according to the posture of the mobile terminal. For example, when the mobile terminal performs a "nodding" action and changes its posture, the vehicle changes its posture according to the mobile terminal to realize the execution of the "nodding" action and realize the posture interaction between the vehicle and the mobile terminal.

[0024] When the vehicle controller enters the target interaction mode, it identifies the mobile terminal that interacts with the vehicle's posture and establishes communication with the mobile terminal to obtain the mobile terminal's first posture parameters. The first posture parameters include a first posture angle and an angular velocity. The first posture angle characterizes the mobile terminal's posture, and the parameters affecting the mobile terminal's posture are pitch and roll angles. The angular velocity characterizes the changes in the mobile terminal's posture angles, used to monitor the dynamic state of the mobile terminal. When the vehicle controller determines that the vehicle has entered the target interaction mode, it obtains the first posture parameters of the mobile terminal corresponding to the target interaction mode. Based on these first posture parameters, it determines the second posture parameters of the active suspension and then controls the active suspension to change posture according to the second posture parameters. The posture change of the active suspension leads to a change in the vehicle's posture, realizing posture interaction between the vehicle and the mobile terminal.

[0025] It should be noted that users can send an activation command to the vehicle controller via a mobile terminal connected to the vehicle controller to activate the target interaction mode and put the vehicle into the target interaction mode. Users can also send the activation command to the vehicle controller via the vehicle's central control screen. Upon receiving the target interaction mode activation command, the vehicle controller does not directly activate the target interaction mode. Instead, it determines whether the vehicle meets the activation conditions. If the conditions are met, the target interaction mode is activated, and the vehicle enters the target interaction mode.

[0026] In addition, the activation conditions include mobile terminal conditions and vehicle conditions. The vehicle conditions can be that the vehicle speed is 0 and the vehicle is in P gear, or that the vehicle speed is within a preset low speed range (e.g., less than 10 km / h) and the road conditions are relatively stable. The mobile terminal condition is that a mobile terminal is connected to the vehicle controller (i.e., a mobile terminal can interact with the vehicle in terms of posture). When the vehicle controller determines that both the mobile terminal conditions and the vehicle conditions are met, it can activate the target interaction mode and obtain the first posture parameters of the mobile terminal.

[0027] For example, the activation conditions are a vehicle speed of 0, the vehicle gear being in P gear, and a mobile terminal (such as a mobile phone, tablet, etc.) being connected to the vehicle controller. When the vehicle controller determines that the activation conditions are met, it activates the target interaction mode and obtains the first posture parameters of the mobile terminal.

[0028] More specifically, the first attitude parameters of the mobile terminal include the pitch angle, roll angle, and angular velocity of the mobile terminal, which are obtained by an accelerometer and a gyroscope sensor on the mobile terminal, respectively. The gyroscope sensor is used to obtain the pitch angle and roll angle of the mobile terminal. The pitch angle is the angle of the mobile terminal in a first direction, and the roll angle is the angle of the mobile terminal in a second direction. The first direction and the second direction are perpendicular. The accelerometer sensor is used to obtain the angular velocity of the mobile terminal, which includes the rate of change of the angle of the mobile terminal in the first direction and the rate of change of the angle of the mobile terminal in the second direction.

[0029] It should be noted that the first direction of the mobile terminal corresponds to the longitudinal direction of the vehicle (i.e., the length direction of the vehicle body), and the second direction of the mobile terminal corresponds to the lateral direction of the vehicle (i.e., the width direction of the vehicle body). That is, the pitch angle of the mobile terminal corresponds to the pitch angle of the vehicle (active suspension), and the roll angle of the mobile terminal corresponds to the roll angle of the vehicle (active suspension).

[0030] For example, Figure 2 This is a top view of the mobile terminal. The first direction X is the length direction of the mobile terminal, the second direction Y is the width direction of the mobile terminal, the angle between the first direction X and the horizontal plane is the pitch angle of the mobile terminal, and the angle between the second direction Y and the horizontal plane is the tilt angle of the mobile terminal.

[0031] For example, if the first direction of the mobile terminal is the same as the longitudinal direction of the vehicle, and the second direction of the mobile terminal is the same as the lateral direction of the vehicle, then the pitch angle of the mobile terminal corresponds to the longitudinal attitude of the vehicle, and the roll angle of the mobile terminal corresponds to the lateral attitude of the vehicle.

[0032] Step S102: Determine the second attitude parameters of the vehicle based on the first attitude parameters; Specifically, the second attitude parameter includes a second attitude angle, which is used to characterize the vehicle's attitude. Parameters affecting the vehicle's attitude include the vehicle's pitch angle and roll angle. The first attitude parameter includes a first attitude angle and angular velocity. The first attitude angle includes the mobile terminal's pitch angle and roll angle. When it is determined that the angular velocity in the first attitude parameter meets the attitude interaction conditions, that is, the second attitude angle in the second attitude parameter is determined based on the first attitude angle in the first attitude parameter. In other words, the vehicle's pitch angle and roll angle are determined based on the mobile terminal's pitch angle and roll angle.

[0033] Alternatively, the first attitude parameter can be set to exclude angular velocity. The second attitude angle can be determined based on the pre-stored correspondence between the first attitude angle and the second attitude angle and the first attitude angle in the first attitude parameter, thereby realizing the attitude interaction between the mobile terminal and the vehicle. The relationship between the first attitude parameter and the second attitude parameter can be a linear mapping. For example, if the linear parameter is 0.1 and the first attitude angle is 3°, the second attitude angle corresponding to the first attitude angle can be determined as 3° / 0.1=0.3° based on the linear parameter.

[0034] It should be noted that when the first attitude parameters include angular velocity and first attitude angle, the vehicle is determined to interact with the mobile terminal based on the angular velocity. When it is determined that the vehicle is interacting with the mobile terminal, the change of the second attitude angle is determined based on the change of the first attitude angle. This determination method can be a linear mapping. In this case, the determination is based on the change value of the first attitude angle to determine the change value of the second attitude angle. That is, the attitude change value of the mobile terminal corresponds linearly with the attitude change value of the vehicle.

[0035] For example, if the linear parameter is 0.1, that is, the ratio of the change in the second attitude angle of the vehicle to the change in the attitude angle of the mobile terminal is 0.1, then when the pitch angle of the mobile terminal changes by 3° in the first attitude parameter, the pitch angle of the vehicle in the second attitude parameter needs to change by 0.3°.

[0036] Step S103: Control the active suspension to change its attitude based on the second attitude parameters in order to realize attitude interaction between the mobile terminal and the vehicle.

[0037] Specifically, the vehicle controller controls the active suspension to change its attitude according to the second attitude parameter, enabling the vehicle's attitude to adjust according to the mobile terminal's attitude, thus achieving attitude interaction between the mobile terminal and the vehicle. The second attitude parameter is the target parameter for the active suspension's attitude change. During the attitude change process, the vehicle controller monitors the actual attitude parameters of the active suspension in real time and adjusts the active suspension based on the monitoring results, ensuring that the actual attitude parameters of the active suspension, i.e., the vehicle, match the second attitude parameter, thereby improving the accuracy and effectiveness of the attitude interaction between the mobile terminal and the vehicle.

[0038] It should be noted that the vehicle controller controls the active suspension to change its attitude, which is the process of controlling the damping force of the shock absorbers connected to the active suspension. By adjusting the damping force of each shock absorber, a height difference is created between the active suspension components, causing the active suspension to change its attitude, thereby changing the vehicle's attitude parameters to the second attitude parameters.

[0039] More specifically, after determining the second attitude parameters, the vehicle controller determines the feedforward torque to be applied to the active suspension based on the second attitude parameters, and determines the damping force of each shock absorber based on the torque. By controlling the damping force of the shock absorbers, the attitude of the active suspension is adjusted, thereby adjusting the vehicle's attitude. During the attitude adjustment process of controlling the shock absorbers, the actual attitude parameters of the vehicle are monitored to determine the feedback torque. Based on the feedback torque, the feedback damping force is determined, and the damping force of the shock absorbers is adjusted accordingly to make the actual attitude parameters of the vehicle reach the second attitude parameters. This helps to improve the attitude interaction accuracy between the vehicle and the mobile terminal.

[0040] In this embodiment, when the vehicle enters the target interaction mode, the first posture parameters of the mobile terminal are acquired. Based on these first posture parameters, the second posture parameters of the active suspension are determined, and the active suspension is controlled to adjust according to the second posture parameters. This enables posture interaction between the vehicle and the mobile terminal. When the user operates the mobile terminal to change its posture, the second posture parameters of the vehicle are determined based on the first posture parameters of the mobile terminal, ensuring that the vehicle's posture changes are synchronized with the mobile terminal's posture changes. This means the vehicle can change its posture along with the mobile terminal, improving the vehicle's posture interaction capability. This application maps the first posture parameters of the mobile terminal to the second posture parameters of the active suspension and controls the active suspension to change its posture according to the second posture parameters. This achieves the mapping of the mobile terminal's posture onto the vehicle's posture, transforming the mobile terminal's posture into the vehicle's posture, forming a closed-loop action of mobile terminal action - vehicle response action. This enables posture interaction between the vehicle and the mobile terminal, improving the vehicle's interaction capabilities and, consequently, its functionality.

[0041] In some embodiments, step S103: controlling the active suspension to change attitude based on the second attitude parameters includes: Step S201: Determine the feedforward damping parameters of the active suspension based on the second attitude parameters, and control the active suspension to change attitude based on the feedforward damping parameters; Specifically, the feedforward damping parameter is the damping force of the active suspension shock absorber determined according to the second attitude parameter, that is, the initial damping parameter. The feedforward damping parameter includes the damping force of the front left wheel shock absorber, the damping force of the front right wheel shock absorber, the damping force of the rear left wheel shock absorber, and the damping force of the rear right wheel shock absorber. The feedforward damping parameter is the damping force required to achieve the second attitude parameter under ideal conditions.

[0042] More specifically, in determining the feedforward damping parameters, the feedforward torque is first determined based on the second attitude parameters, and then the feedforward damping parameters are determined based on this feedforward torque. The feedforward torque is the torque required to achieve the second attitude parameters for the vehicle, and the feedforward damping parameter is the damping force required to achieve this feedforward torque while keeping the vehicle's dimensions constant. In other words, the feedforward torque needs to be distributed across each shock absorber to achieve the desired feedforward torque. The vehicle controller controls the torque by controlling the damping force of each shock absorber. The feedforward torque is the damping force required to achieve the second attitude parameters under ideal conditions.

[0043] It should be noted that the second attitude parameters include the vehicle pitch angle and the vehicle roll angle, and the feedforward torque includes the feedforward roll torque and the feedforward pitch torque. The feedforward roll torque is the torque required for the active suspension to reach the active suspension roll angle, and the feedforward pitch torque is the torque required for the active suspension to reach the active suspension pitch angle. The process of determining the feedforward torque based on the second attitude parameters can be either by determining the feedforward torque corresponding to the second attitude parameters from pre-stored feedforward torque and attitude parameter comparison data, or by calculating it based on the second attitude parameters and the vehicle dynamics model.

[0044] The process of determining the feedforward damping parameter based on the feedforward torque is the process of distributing the feedforward roll torque and feedforward pitch torque to each damper. The feedforward damping parameter is calculated by substituting the feedforward pitch torque and feedforward roll torque into the torque distribution formula.

[0045] For example, the torque distribution formula is as follows: ; ; ; ; in: This refers to the damping force of the front left wheel shock absorber; This refers to the damping force of the front right wheel shock absorber; The damping force of the rear left wheel shock absorber; This is the damping force of the rear right wheel shock absorber; This is the feedforward tilting moment; For feedforward pitch moment; This refers to the vehicle's wheelbase. This refers to the front wheel track. This refers to the rear wheel track.

[0046] More specifically, after determining the feedforward damping parameters, the vehicle controller controls each shock absorber to apply damping force according to the feedforward damping parameters, thereby controlling the active suspension to change attitude.

[0047] For example, the feedforward damping parameters include , , and The vehicle controller controls the front left wheel shock absorber to apply... The damping force controls the application of the front right wheel shock absorber. The damping force is applied to control the rear left wheel. Damping force, applied to the rear right wheel Damping force.

[0048] Step S202: During the attitude change of the active suspension, the attitude feedback step is performed: the actual attitude parameters of the active suspension are obtained, and the feedforward damping parameters are corrected based on the actual attitude parameters and the second attitude parameters to obtain new feedforward damping parameters. Specifically, during the attitude change of the active suspension under the action of the damping force of each shock absorber, an attitude feedback step is performed to monitor the actual attitude parameters of the active suspension, and to correct the feedforward damping parameters according to the actual attitude parameters to obtain the new feedforward damping parameters. Each shock absorber outputs the new feedforward damping parameters (i.e., the new damping force) so that the actual attitude parameters of the active suspension reach the second attitude parameters.

[0049] The vehicle controller obtains the vehicle's actual attitude parameters through the vehicle's built-in gyroscope sensor. The vehicle's actual attitude parameters include the vehicle's pitch angle and roll angle. The gyroscope sensor can sense the vehicle's pitch angle and roll angle in real time. Therefore, the vehicle's actual attitude parameters can be determined in real time based on the sensing results of the gyroscope sensor.

[0050] It should be noted that the vehicle controller determines the feedback torque based on the difference between the actual attitude parameters and the second attitude parameters, then determines the feedback damping parameters based on the feedback torque, and finally corrects the feedforward damping parameters based on the feedback damping parameters to obtain new feedforward damping parameters. This reduces the error between the actual attitude parameters and the second attitude parameters until the actual attitude parameters equal the second attitude parameters. The new feedforward damping parameters are the feedforward damping parameters corrected by the active suspension during attitude adjustment. The previously determined feedforward damping parameters were the damping parameters previously determined to be required for the vehicle to reach the second attitude parameters. The new feedforward damping parameters are obtained after correcting the previous damping parameters during vehicle attitude changes. The purpose is to ensure that the actual attitude parameters of the vehicle are the second attitude parameters, which helps improve the interaction accuracy when the vehicle interacts with the mobile terminal.

[0051] For example, if the feedback damping parameter determined based on the feedback torque is (0, 0, 1.1N, 1.1N), that is, the feedback damping force of both front wheel shock absorbers is 0 and the feedback damping force of both rear wheel shock absorbers is 1.1N, and the feedforward damping parameter is (100N, 100N, 0, 0), then the new feedforward damping parameter is determined to be (100N, 100N, 1.1N, 1.1N).

[0052] It should also be noted that the feedback torque is calculated and determined according to the PID algorithm (Proportional-Integral-Derivative Algorithm) formula. The feedback torque includes the feedback pitch torque and the feedback roll torque. After determining the feedback torque, the feedback torque is substituted into the above torque distribution formula to obtain the feedback damping parameters. The feedback damping parameters include the feedback damping force of the front left wheel, the feedback damping force of the front right wheel, the feedback damping force of the rear left wheel, and the feedback damping force of the rear right wheel.

[0053] For example, the PID algorithm formula is:

[0054] in, This is the feedback torque, measured in Nm. This represents the error between the current second attitude parameters and the actual attitude parameters, expressed in rad. This is the proportional gain coefficient, with units of Nm / rad; This is the integral gain coefficient, with units of Nm / (rad×s); This is the differential gain coefficient, with units of Nms / rad.

[0055] Step S203: Control the active suspension to change attitude based on the new feedforward damping parameter, and repeat the attitude feedback step until the actual attitude parameter of the active suspension is the second attitude parameter.

[0056] Specifically, after determining the new feedforward damping parameters, the vehicle controller adjusts the damping force applied by each shock absorber according to the new feedforward damping parameters to reduce the difference between the actual attitude parameters and the second attitude parameters. If there is still an error between the actual attitude parameters and the second attitude parameters, the above attitude feedback steps are continued to correct the feedforward damping parameters again until the error between the actual attitude parameters and the second attitude parameters is eliminated. This means that the attitude interaction between the active suspension and the mobile terminal based on the first attitude parameters is completed, which can improve the attitude interaction accuracy between the active suspension and the mobile terminal.

[0057] In this embodiment, the feedforward damping parameter of the active suspension is determined based on the second attitude parameter, and the active suspension is controlled to change attitude according to the feedforward damping parameter. During this process, the actual attitude parameters of the active suspension are monitored, and the feedback damping parameter is determined based on the error between the actual attitude parameter and the second attitude parameter. The feedforward damping parameter is then corrected based on the feedback damping parameter to obtain the new feedforward damping parameter, and the active suspension is controlled to change attitude according to the new feedforward damping parameter. The feedback damping parameter can be determined multiple times during the process to correct the feedforward damping parameter multiple times, thereby realizing the monitoring and correction of the actual attitude parameters of the vehicle. This improves the accuracy of the active suspension changing attitude according to the second attitude parameter, and thus improves the attitude interaction accuracy between the mobile terminal and the vehicle.

[0058] In some embodiments, step S103: controlling the active suspension to change attitude based on the second attitude parameter further includes: Step S301: Obtain the travel parameters of the active suspension at the current moment; Specifically, the travel parameters are the travel of each shock absorber corresponding to the active suspension. The vehicle controller acquires the travel parameters of the active suspension in real time during the process of controlling the active suspension to change its attitude. The travel parameters of the active suspension are the travel of multiple shock absorbers connected to the active suspension to control the attitude change of the active suspension. Each shock absorber is equipped with a travel sensor to sense the travel of the shock absorber. The vehicle controller acquires the travel of the shock absorber through the travel sensor.

[0059] For example, if the travel parameters of the active suspension are (10, 10, 1, 1), then the travel of the front left wheel shock absorber is determined to be 10mm, the travel of the front right wheel shock absorber is 10mm, the travel of the rear left wheel shock absorber is 1mm, and the travel of the rear right wheel shock absorber is 1mm.

[0060] Step S302: In response to determining that the travel parameter at the current moment has reached a preset safety threshold, the active suspension travel parameter at the next moment is determined based on the feedforward damping parameter to see if it exceeds a preset safety range, wherein the preset safety threshold is the boundary value of the preset safety range.

[0061] Specifically, the vehicle controller compares the current travel parameter with the preset safety threshold to determine whether the travel of the active suspension has reached the preset safety threshold. When it is determined that the current travel parameter has reached the preset safety threshold, the controller determines the travel parameter of the active suspension at the next moment under the action of the feedforward damping parameter, based on the feedforward damping parameter, to determine whether the travel parameter at the next moment will exceed the preset safety range, so as to protect the active suspension from overtravel.

[0062] It should be noted that the travel of the active suspension is achieved by the shock absorber connected to it. Therefore, the travel of the active suspension corresponds to the travel of the shock absorber. The preset safety threshold is determined based on the shock absorber to avoid exceeding the safe travel range of the shock absorber.

[0063] In addition, the active suspension corresponds to multiple shock absorbers, each shock absorber corresponds to a preset safety threshold and a preset safety range. When the travel parameter of one of the shock absorbers reaches its corresponding preset safety threshold at the current moment, it is determined that the travel parameter of the active suspension at the current moment has reached the preset safety threshold.

[0064] For example, if the extreme stroke of the shock absorber is 10mm and the safety margin is 1mm, then the preset safety threshold of the shock absorber is determined to be 9mm.

[0065] More specifically, the vehicle controller can predict the relationship between the travel parameter of the active suspension at the next moment and the travel parameter at the current moment based on the feedforward damping parameter. That is, it can determine whether the travel parameter at the next moment will exceed the preset safety range. Based on the prediction result, the active suspension can be known to ensure the attitude interaction safety of the active suspension.

[0066] For example, if the current travel parameter of the active suspension reaches a preset safety threshold of 100mm (meaning the travel of each shock absorber is 100mm), and the feedforward damping parameter is 100N (meaning the damping force of each shock absorber is 100N, and the direction of the damping force is the same as the current travel direction of the active suspension), then the feedforward damping parameter can make the travel of the shock absorber greater than 100mm, thus determining that the travel parameter at the next moment exceeds the preset safety range. If the feedforward damping parameter is -100N (meaning the damping force of each shock absorber is -100N, and the direction of the damping force is opposite to the current travel direction of the active suspension), then the feedforward damping parameter can make the travel of the shock absorber less than 100mm, thus determining that the travel parameter at the next moment is within the preset safety range.

[0067] Step S303: In response to determining that the travel parameter at the next moment exceeds the preset safety range, the active suspension is controlled to maintain the travel parameter at the current moment. Specifically, when the vehicle controller determines that the travel parameter at the next moment exceeds the preset safety range, in order to prevent the travel of the active suspension from exceeding the preset safety range, it controls the active suspension to maintain the travel parameter at the current moment. Since the travel of the active suspension is related to the travel of the shock absorber, it controls the damping force applied by the shock absorber to remain at the current value, so that the travel parameter of the active suspension remains at the travel parameter at the current moment.

[0068] Step S304: In response to determining that the travel parameter at the next moment is within a preset safe range, the travel parameter of the active suspension is controlled to be the travel parameter at the next moment.

[0069] Specifically, the feedforward damping parameter is variable. If the travel parameter of the active suspension at the next moment is determined to be within the preset safety range based on the feedforward damping parameter, then the active suspension is made to respond to the feedforward damping parameter, that is, the travel parameter of the active suspension is the travel parameter at the next moment, so as to realize the interaction between the active suspension and the mobile terminal.

[0070] It should be noted that when the travel parameter at the current moment reaches the preset safety threshold, the travel parameter of the active suspension is not controlled to remain at the travel parameter at the current moment. Only when the feedforward damping parameter can make the travel parameter of the active suspension exceed the preset safety range, the travel parameter of the active suspension is controlled to remain at the travel parameter at the current moment, so as to avoid affecting the active suspension, that is, the safety of the vehicle.

[0071] In this embodiment, by acquiring the travel parameters of the active suspension in real time during the attitude change process of the active suspension, the travel parameters of the active suspension are monitored. When the travel parameters of the active suspension reach the preset safety threshold, the travel parameters of the active suspension at the next moment are determined based on the feedforward damping parameters. If the travel parameters at the next moment exceed the preset safety range, the active suspension is controlled to maintain the travel parameters at the current moment to avoid the travel parameters of the active suspension exceeding the preset safety range and affecting the safety of the active suspension. If the travel parameters at the next moment are within the preset safety range, the travel parameters of the active suspension are controlled to change to the travel parameters at the next moment to realize the attitude interaction between the active suspension and the mobile terminal. Monitoring the travel parameters of the active suspension can prevent the travel parameters of the active suspension from exceeding the preset safety range and affecting the attitude interaction safety of the vehicle, which is beneficial to improving the safety and rationality of the attitude interaction between the vehicle and the mobile terminal.

[0072] In some embodiments, the first attitude parameter includes a first attitude angle and an angular velocity, and the second attitude parameter includes a second attitude angle; step S102: determining the second attitude parameter of the vehicle based on the first attitude parameter includes: Step S401: In response to determining that the absolute value of the angular velocity is greater than a preset dynamic threshold, the first attitude angle at the current moment is determined as the reference attitude angle of the mobile terminal, and the second attitude angle at the current moment is determined as the reference attitude angle of the vehicle. Specifically, the second attitude angle includes a second pitch angle and a second roll angle, where the second pitch angle is the vehicle's pitch angle and the second roll angle is the vehicle's roll angle. The first attitude angle includes a first pitch angle and a first roll angle, where the first pitch angle is the mobile terminal's pitch angle and the first roll angle is the mobile terminal's roll angle. The angular velocity includes pitch angular velocity and roll angular velocity. When the absolute value of one of the angular velocities is greater than the preset dynamic threshold, it is determined that the absolute value of the angular velocity is greater than the preset dynamic threshold. The preset dynamic threshold is pre-set and used to determine whether to perform attitude interaction with the mobile terminal. The preset dynamic threshold can be 5° / s. Setting this value can avoid controlling the vehicle to perform attitude interaction due to slight attitude changes of the mobile terminal, thereby improving the redundancy of the method.

[0073] When the angular velocity, i.e., the absolute value of one of the angular velocities is greater than the preset dynamic threshold, the vehicle is controlled to perform attitude interaction with the mobile terminal, i.e., the attitude changes with the attitude of the mobile terminal. When both the pitch angular velocity and the roll angular velocity are less than or equal to the preset dynamic threshold, the vehicle enters the target interaction mode, but does not perform attitude change.

[0074] It should be noted that the angular velocity, pitch angle, and roll angle are all positive and negative. The pitch angle is positive forward and negative backward, and the roll angle is positive to the right and negative to the left. That is, when the front edge of the mobile terminal is higher than the rear edge, the pitch angle of the mobile terminal is positive, and when the right edge of the mobile terminal is higher than the left edge, the roll angle of the mobile terminal is positive. Similarly, for a vehicle, when the front overhang of the vehicle is higher than the rear overhang, the pitch angle of the vehicle is positive, and when the right overhang of the vehicle is higher than the left overhang, the roll angle of the vehicle is positive. Furthermore, when the pitch angle or roll angle gradually increases, the angular velocity is positive, and when the pitch angle or roll angle gradually decreases, the angular velocity is negative. When the absolute value of the angular velocity is greater than the preset dynamic threshold, it is determined that the mobile terminal has entered a dynamic state, and the vehicle responds to the attitude change of the mobile terminal.

[0075] To avoid the situation where the first attitude angle is the angle of the mobile terminal in an extreme attitude when the angular velocity meets the interaction conditions, directly determining the second attitude angle based on the first attitude angle may easily lead to excessive changes in the second attitude angle, which is not conducive to the attitude safety of the vehicle. Therefore, when the absolute value of the angular velocity is greater than the preset dynamic threshold, the first attitude angle corresponding to the angular velocity is determined as the reference attitude angle of the mobile terminal, and the second attitude angle of the vehicle is the reference attitude angle of the vehicle.

[0076] For example, the first attitude parameter corresponding to the current time 00:00 is (6° / s, 0, 10°, 0), that is, the pitch angular velocity at the current time is 6° / s, the roll angular velocity is 0, the first pitch angle is 10°, the first roll angle is 0, and the second attitude parameter is (1°, 0). Then (10°, 0) is determined as the reference attitude angle of the mobile terminal, and (1°, 0) is determined as the reference attitude angle of the vehicle.

[0077] Step S402: Determine the change in the first attitude angle of the mobile terminal between the next moment and the current moment, and determine the change in the second attitude angle of the vehicle based on the change in the first attitude angle of the mobile terminal. Specifically, the first attitude angle change of the mobile terminal is determined based on the first attitude parameters corresponding to the next moment, and the second attitude angle change of the vehicle is determined based on the attitude change comparison relationship between the mobile terminal and the vehicle.

[0078] For example, the reference relationship is 0.1, that is, for every 1° change in the angle of the mobile terminal, the angle of the vehicle changes by 0.1°. So when it is determined that the change in the pitch angle of the first pitch angle relative to the reference attitude angle of the mobile terminal is 30°, it can be determined that the change in the pitch angle of the second pitch angle relative to the reference attitude angle of the vehicle is 3°.

[0079] Step S403: Determine the vehicle's second attitude angle at the next moment based on the change in the vehicle's second attitude angle and the vehicle's reference attitude angle.

[0080] Specifically, based on the determination of the change in the second attitude angle and the reference attitude angle of the vehicle, the second attitude angle of the vehicle at the next moment can be determined, so as to control the second attitude parameter of the vehicle to become the second attitude angle.

[0081] For example, when the change in the second attitude angle is 1° and the reference attitude angle of the vehicle is 2°, the second attitude angle of the vehicle at the next moment is determined to be 3°; when the change in the second attitude angle is -1° and the reference attitude angle of the vehicle is 2°, the second attitude angle of the vehicle at the next moment is determined to be 1°.

[0082] In this embodiment, the angular velocity of the mobile terminal is judged to determine whether the vehicle changes attitude with the attitude parameters of the mobile terminal. When the absolute value of the angular velocity is greater than a preset dynamic threshold, the current time corresponding to it is used as the reference time for the vehicle to change attitude with the mobile terminal. The change amount of the first attitude angle of the mobile terminal is determined according to the first attitude angle of the next time and the first attitude angle of the reference time. According to the comparison relationship between the change amount of the first attitude angle and the change amount of the second attitude angle, the change amount of the second attitude angle is determined according to the change amount of the first attitude angle. That is, the change amount of the second attitude angle of the vehicle at the next time relative to the second attitude angle at the current time. Then, the second attitude angle at the next time is determined according to the change amount of the second attitude angle and the second attitude angle of the vehicle at the reference time. This realizes the determination of the second attitude angle of the vehicle, and realizes that the vehicle attitude changes with the attitude of the mobile terminal. By imposing a threshold limit on the angular velocity of the mobile terminal, the computational power required for interaction between the vehicle and the mobile terminal can be reduced. Specifically, the second attitude angle is calculated only when the absolute value of the angular velocity is greater than a preset dynamic threshold. Furthermore, based on the change in the first attitude angle of the mobile terminal when its angular velocity meets the threshold limit, the change in the second attitude angle of the vehicle is determined. This ensures the attitude interaction between the vehicle and the mobile terminal while avoiding the situation where the second attitude angle changes too quickly due to the direct determination of the second attitude angle from the first attitude angle, which could damage the active suspension and affect the attitude interaction effect between the vehicle and the mobile terminal. This approach helps to improve the rationality and practicality of the attitude interaction between the vehicle and the mobile terminal.

[0083] In some embodiments, step S102: determining the second attitude parameters of the vehicle based on the first attitude parameters further includes: Step S501: In response to determining that the absolute value of the angular velocity is less than or equal to a preset dynamic threshold, the second attitude angle is determined to remain unchanged.

[0084] Specifically, the angular velocity includes roll angular velocity and pitch angular velocity. When the absolute values ​​of both angular velocities are less than or equal to a preset dynamic threshold, the absolute value of the angular velocity is determined to be less than or equal to the preset dynamic threshold. When the vehicle controller determines that the absolute value of the mobile terminal's angular velocity is less than or equal to the preset dynamic threshold, it determines that the mobile terminal is in a static state, and the vehicle does not respond to the mobile terminal's attitude. Therefore, the second attitude angle, i.e., the second pitch angle and the second roll angle, are determined to remain unchanged.

[0085] For example, if the absolute value of the angular velocity in the first attitude parameter at the previous moment is greater than a preset dynamic threshold, and the absolute value of the angular velocity in the first attitude parameter at the current moment is less than or equal to the preset dynamic threshold, then the vehicle controller determines the second attitude parameter of the vehicle at the current moment based on the first attitude parameter at the current moment, and controls the vehicle to maintain the second attitude parameter at the current moment. If the absolute value of the angular velocity in the first attitude parameter at the next moment is greater than the preset dynamic threshold, then the change in the second attitude angle of the vehicle at the next moment relative to the current moment is determined based on the change in the first attitude angle in the first attitude parameter at the next moment relative to the first attitude angle at the next moment.

[0086] It should be noted that when the absolute value of the angular velocity in the first attitude parameter switches between being greater than or less than or equal to the preset dynamic threshold, the second attitude parameter of the vehicle switches between responding to the first attitude parameter and not responding to the first attitude parameter. The vehicle's attitude is characterized by moving and stopping intermittently, which is equivalent to the vehicle "dancing".

[0087] In this embodiment, the angular velocity of the mobile terminal is used to determine whether the vehicle changes attitude with the attitude parameters of the mobile terminal. When the absolute value of the angular velocity is less than or equal to a preset dynamic threshold, the vehicle's attitude parameters do not change with the attitude parameters of the mobile terminal. This avoids controlling the vehicle to perform attitude interaction when the attitude change of the mobile terminal is small (i.e., the angular velocity is small), which would lead to small and frequent attitude changes of the vehicle, affecting the service life of the vehicle's active suspension. When the absolute value of the angular velocity is less than or equal to the preset dynamic threshold, the vehicle and the mobile terminal do not perform attitude interaction, which can improve the redundancy of the vehicle in the target interaction mode, protect the vehicle's active suspension, and avoid situations such as damage to the active suspension caused by the interaction between the vehicle and the mobile terminal, which would affect the service life of the vehicle and improve the practicality of the target interaction mode.

[0088] In some embodiments, step S102: determining the second attitude parameters of the vehicle based on the first attitude parameters further includes: Step S601: In response to determining that the absolute value of the angular velocity is less than or equal to a preset dynamic threshold and the duration reaches a preset duration, the second attitude parameters of the active suspension are determined to be restored to the attitude parameters when the vehicle enters the target interaction mode.

[0089] Specifically, when the absolute value of the angular velocity of the mobile terminal is less than or equal to a preset dynamic threshold, the vehicle controller determines that the mobile terminal is in a static state. When the vehicle controller determines that the duration of the mobile terminal remaining in a static state reaches the preset duration, the target interaction mode enters a standby state, that is, the vehicle's attitude parameters can be restored to a normal attitude, which is the attitude parameters of the vehicle when it enters the target interaction mode.

[0090] Furthermore, the target interaction mode entering standby mode does not mean that the target interaction mode is exiting. During standby mode, once the absolute value of the angular velocity is greater than the preset dynamic threshold, the vehicle controller will control the vehicle to perform attitude interaction.

[0091] It should be noted that if the vehicle's attitude parameters are (0, 0) when it enters the target interaction mode, that is, the vehicle's pitch angle and roll angle are both 0, then when it enters the standby state, the vehicle's pitch angle and roll angle will both return to 0.

[0092] In this embodiment, the angular velocity of the mobile terminal is monitored. When the absolute value of the angular velocity is less than or equal to a preset dynamic threshold for a certain duration, the second attitude parameter of the vehicle is restored to the attitude parameter when entering the target interaction mode, i.e., the initial state. This can prevent the active suspension of the vehicle from being kept under a second attitude parameter for a long time, which would affect the service life of the active suspension. Furthermore, the preset duration allows the vehicle to automatically enter the standby state of the target interaction mode, providing conditions for the normal application of the vehicle and improving the practicality of the method.

[0093] In some embodiments, step S103: controlling the active suspension to change attitude based on the second attitude parameter further includes: Step S701: Obtain the rate of change of the damping parameters of the active suspension; Specifically, the rate of change of the damping parameter is the rate of change of the damping force, that is, the rate of change of the damping force of each shock absorber connected to the active suspension.

[0094] By monitoring the rate of change of the damping force output by the shock absorbers connected to the active suspension, the vehicle controller can prevent sudden changes in the damping force of the shock absorbers from affecting the smoothness of the attitude changes of the active suspension.

[0095] Step S702: In response to determining that the absolute value of the rate of change of the damping parameter is greater than a preset damping change threshold, the active suspension is controlled to change according to the preset damping change threshold.

[0096] Specifically, the preset damping change threshold is used to ensure smooth attitude changes of the active suspension and avoid inconsistent vehicle attitude changes caused by sudden changes in the damping force of the shock absorber. That is, the preset damping change threshold is the extreme value of the damping force change of the shock absorber. When the absolute value of the rate of change of the damping parameter is less than or equal to the preset damping change threshold, the vehicle controller does not interfere with the damping force output of the shock absorber. When the absolute value of the rate of change of the damping parameter is greater than the preset damping change threshold, the vehicle controller controls the damping force output of the shock absorber so that the absolute value of the rate of change of the damping parameter does not exceed the preset damping change threshold.

[0097] It should be noted that the rate of change of the damping parameter can be positive or negative. When the damping force decreases, the rate of change of the damping parameter becomes negative.

[0098] In this embodiment, the rate of change of the damping parameter of the active suspension is monitored. When the absolute value of the rate of change of the damping parameter is greater than the preset damping change threshold, the active suspension is controlled to change the damping parameter according to the preset damping change threshold. This is to avoid the damping parameter of the active suspension changing too quickly, which could lead to abrupt changes in the position of the active suspension under the action of the damping parameter, resulting in decreased stability and inconsistent changes. Limiting the rate of change of the damping parameter can ensure that the damping parameter of the active suspension changes smoothly, thereby making the active suspension change steadily under the action of the damping parameter. This avoids the stability of the active suspension being affected by abrupt changes in the damping parameter, ensures the continuity and smoothness of the vehicle's posture changes, and improves the posture interaction effect between the vehicle and the mobile terminal.

[0099] In some embodiments, step S201: determining the feedforward damping parameters of the active suspension based on the second attitude parameters includes: Step S801: Determine the feedforward torque parameters based on the second attitude parameters; Specifically, the vehicle controller determines the feedforward torque parameters based on the second attitude parameters in two ways: one way is by looking up a table, where the second attitude parameters include a second pitch angle and a second roll angle, and the feedforward torque parameters include a feedforward pitch torque and a feedforward roll torque. Given the second pitch angle and the second roll angle, the feedforward pitch torque and feedforward roll torque corresponding to the second pitch angle and the second roll angle are determined from a pre-stored attitude parameter and torque lookup table; the other way is by calculating based on the vehicle dynamics model, which is as follows:

[0100] in: Forward pitch moment (Nm); The feedforward tilting moment (Nm); The total mass of the vehicle; The longitudinal acceleration of the vehicle (m / s²) 2 ); The lateral acceleration of the vehicle (m / s²) 2 ); The height of the vehicle's center of gravity (m); The pitch stiffness of the entire vehicle (Nm / rad); The vehicle roll stiffness (Nm / rad); This is the second pitch angle (rad); This is the second roll angle (rad).

[0101] Step S802: Determine the feedforward damping parameters based on the pre-stored vehicle wheelbase, front wheel track, rear wheel track, and the feedforward torque parameters.

[0102] Specifically, the pre-stored vehicle wheelbase Front wheel track and rear wheel track For parameters of the vehicle entering interactive mode, after determining the feedforward torque parameters, the feedforward torque parameters include the feedforward pitch torque. and feedforward tilt moment Substituting this into the torque distribution formula, the damping force of each damper can be determined. The feedforward damping parameters include the damping force of each damper.

[0103] The torque distribution formula is as follows: ; ; ; ; in: This refers to the damping force of the front left wheel shock absorber; This refers to the damping force of the front right wheel shock absorber; This refers to the damping force of the rear left wheel shock absorber. For example, the active suspension includes four shock absorbers: a front left wheel shock absorber, a front right wheel shock absorber, a rear left wheel shock absorber, and a rear right wheel shock absorber. The feedforward damping parameters are (100, 100, 100, 100), therefore the damping force of each of the front left wheel shock absorber, front right wheel shock absorber, rear left wheel shock absorber, and rear right wheel shock absorber is determined to be 100N.

[0104] In this embodiment, after determining the second attitude parameters of the vehicle, the feedforward torque parameter is determined based on the second attitude parameters, so that the vehicle's active suspension can change the vehicle's attitude parameters to the second attitude parameters under the action of the feedforward torque parameter. The feedforward damping parameter can be determined by substituting the feedforward torque parameter and the pre-stored vehicle wheelbase, front wheelbase, and rear wheelbase into the torque distribution formula. That is, the feedforward damping parameter is the damping force required for the active suspension to reach the second attitude parameters under ideal conditions. The active suspension changes the vehicle's attitude parameters to the second attitude parameters under the action of the feedforward damping parameter. The second attitude parameters, feedforward torque parameter, and feedforward damping parameter have a corresponding relationship. Based on the second attitude parameters, the feedforward torque parameter and feedforward damping parameter are determined respectively. The second attitude parameters can be converted into the underlying feedforward damping parameters that actually affect the vehicle's attitude step by step. By controlling the feedforward damping parameter, the second attitude parameters can be controlled, which is beneficial to achieving the flexibility of adjusting the vehicle's attitude parameters.

[0105] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0106] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0107] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a vehicle control device.

[0108] refer to Figure 3 The vehicle control device includes: The acquisition module 100 is configured to acquire the first posture parameters of the mobile terminal in response to the vehicle entering the target interaction mode. The determination module 200 is configured to determine the second attitude parameters of the vehicle based on the first attitude parameters; The interaction module 300 is configured to control the active suspension to change its attitude based on the second attitude parameters, so as to realize attitude interaction between the mobile terminal and the vehicle.

[0109] Furthermore, the interaction module 300 is also configured to determine the feedforward damping parameter of the active suspension based on the second attitude parameter, and control the active suspension to perform attitude changes based on the feedforward damping parameter; during the attitude change of the active suspension, an attitude feedback step is executed: the actual attitude parameter of the active suspension is obtained, the feedforward damping parameter is corrected based on the actual attitude parameter and the second attitude parameter to obtain a new feedforward damping parameter; the active suspension is controlled to perform attitude changes based on the new feedforward damping parameter, and the attitude feedback step is repeated until the actual attitude parameter of the active suspension is the second attitude parameter.

[0110] Furthermore, the interaction module 300 is also configured to acquire the travel parameters of the active suspension at the current moment; in response to determining that the travel parameters at the current moment reach a preset safety threshold, determine whether the travel parameters of the active suspension at the next moment exceed a preset safety range based on the feedforward damping parameters; in response to determining that the travel parameters at the next moment exceed the preset safety range, control the active suspension to maintain the travel parameters at the current moment; in response to determining that the travel parameters at the next moment are within the preset safety range, control the travel parameters of the active suspension to be the travel parameters at the next moment; wherein, the preset safety threshold is the boundary value of the preset safety range.

[0111] Furthermore, the determining module 200 is also configured to, in response to determining that the absolute value of the angular velocity is greater than a preset dynamic threshold, determine the first attitude angle at the current moment as the reference attitude angle of the mobile terminal, and determine the second attitude angle at the current moment as the reference attitude angle of the vehicle; determine the change in the first attitude angle of the mobile terminal between the next moment and the current moment, and determine the change in the second attitude angle of the vehicle based on the change in the first attitude angle of the mobile terminal; and determine the second attitude angle of the vehicle at the next moment based on the change in the second attitude angle of the vehicle and the reference attitude angle of the vehicle.

[0112] Furthermore, the determining module 200 is also configured to determine that the second attitude angle remains unchanged in response to determining that the absolute value of the angular velocity is less than or equal to a preset dynamic threshold.

[0113] Furthermore, the determining module 200 is also configured to determine that the second attitude parameters of the active suspension are restored to the attitude parameters when the vehicle enters the target interaction mode in response to determining that the absolute value of the angular velocity is less than or equal to a preset dynamic threshold and the duration reaches a preset duration.

[0114] Furthermore, the interaction module 300 is also configured to acquire the rate of change of the damping parameters of the active suspension; In response to determining that the absolute value of the rate of change of the damping parameter is greater than a preset damping change threshold, the active suspension is controlled to change according to the preset damping change threshold.

[0115] Furthermore, the interaction module 300 is also configured to determine the feedforward torque parameter based on the second attitude parameter; and to determine the feedforward damping parameter based on the pre-stored vehicle wheelbase, front wheel track, rear wheel track and the feedforward torque parameter.

[0116] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0117] The apparatus of the above embodiments is used to implement the corresponding vehicle control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0118] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle control method described in any of the above embodiments.

[0119] Figure 4 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0120] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0121] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0122] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0123] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0124] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0125] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0126] The electronic devices described above are used to implement the corresponding vehicle control methods in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0127] Based on the same inventive concept, this application also provides a vehicle that includes an electronic device as described above, the beneficial effects of which are the same as those of the aforementioned electronic device, and will not be repeated here.

[0128] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the vehicle control method as described in any of the above embodiments.

[0129] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0130] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the vehicle control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0131] Based on the same concept, corresponding to any of the above embodiments, this application also provides a computer program product, including computer program instructions, which, when run on a computer, cause the computer to perform the method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0132] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0133] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations of this disclosed technical solution.

[0134] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0135] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0136] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0137] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0138] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0139] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the claims of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, The vehicle includes an active suspension, and the method includes: In response to the vehicle entering the target interaction mode, the first posture parameters of the mobile terminal are obtained; The second attitude parameters of the vehicle are determined based on the first attitude parameters; The active suspension is controlled to change its attitude based on the second attitude parameter in order to achieve attitude interaction between the mobile terminal and the vehicle.

2. The method according to claim 1, characterized in that, The control of the active suspension to change attitude based on the second attitude parameters includes: The feedforward damping parameters of the active suspension are determined based on the second attitude parameters, and the active suspension is controlled to change attitude based on the feedforward damping parameters. During the attitude change process of the active suspension, the attitude feedback step is performed: the actual attitude parameters of the active suspension are obtained, and the feedforward damping parameters are corrected based on the actual attitude parameters and the second attitude parameters to obtain new feedforward damping parameters. The active suspension is controlled to change attitude based on the new feedforward damping parameters, and the attitude feedback step is repeated until the actual attitude parameters of the active suspension are the second attitude parameters.

3. The method according to claim 2, characterized in that, The control of the active suspension to change attitude based on the second attitude parameters includes: Obtain the travel parameters of the active suspension at the current moment; In response to determining that the travel parameter at the current moment has reached a preset safety threshold, the system determines whether the travel parameter of the active suspension at the next moment exceeds the preset safety range based on the feedforward damping parameter. In response to determining that the travel parameters at the next moment exceed a preset safety range, the active suspension is controlled to maintain the travel parameters at the current moment. In response to determining that the travel parameter at the next moment is within a preset safety range, the travel parameter of the active suspension is controlled to be the travel parameter at the next moment; Wherein, the preset security threshold is the boundary value of the preset security range.

4. The method according to claim 1, characterized in that, The first attitude parameters include a first attitude angle and an angular velocity, and the second attitude parameters include a second attitude angle; determining the second attitude parameters of the vehicle based on the first attitude parameters includes: In response to determining that the absolute value of the angular velocity is greater than a preset dynamic threshold, the first attitude angle at the current moment is determined as the reference attitude angle of the mobile terminal, and the second attitude angle at the current moment is determined as the reference attitude angle of the vehicle. Determine the change in the first attitude angle of the mobile terminal between the next moment and the current moment, and determine the change in the second attitude angle of the vehicle based on the change in the first attitude angle of the mobile terminal; The vehicle's second attitude angle at the next moment is determined based on the change in the vehicle's second attitude angle and the vehicle's reference attitude angle.

5. The method according to claim 4, characterized in that, The step of determining the second attitude parameters of the vehicle based on the first attitude parameters further includes: In response to determining that the absolute value of the angular velocity is less than or equal to a preset dynamic threshold, the second attitude angle is determined to remain unchanged.

6. The method according to claim 4, characterized in that, The step of determining the second attitude parameters of the vehicle based on the first attitude parameters further includes: In response to determining that the absolute value of the angular velocity is less than or equal to a preset dynamic threshold and the duration reaches a preset duration, the second attitude parameters of the active suspension are determined to be restored to the attitude parameters when the vehicle enters the target interaction mode.

7. The method according to claim 2, characterized in that, The method of controlling the active suspension to change attitude based on the second attitude parameters also includes: Obtain the rate of change of the damping parameters of the active suspension; In response to determining that the absolute value of the rate of change of the damping parameter is greater than a preset damping change threshold, the active suspension is controlled to change according to the preset damping change threshold.

8. The method according to claim 2, characterized in that, The step of determining the feedforward damping parameters of the active suspension based on the second attitude parameters includes: The feedforward torque parameters are determined based on the second attitude parameters; The feedforward damping parameters are determined based on the pre-stored vehicle wheelbase, front wheel track, rear wheel track, and the feedforward torque parameters.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, Including an electronic device as described in claim 9.

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