Vehicle control method and related device

Abstract

A vehicle control method and a related device relate to the technical field of intelligent vehicles. The method comprises the steps that a vehicle control device obtains state data of a vehicle, wherein the state data of the vehicle comprises space attitude information of the vehicle and / or wheel rotating speed information of the vehicle; the vehicle control device determines the state of the vehicle according to the state data of the vehicle; the vehicle control device suppresses power output of the vehicle when it is determined that the vehicle is in a rolling state. According to the scheme, when the vehicle rolls over, the larger risk of the vehicle-mounted personnel caused by misoperation of a driver can be prevented.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent vehicles, in particular to a vehicle control method and related device. BACKGROUND

[0002] In the driving process of a vehicle, for example, in the off-road driving process, the driver may estimate the off-road throttle traction force to be too large due to insufficient driving experience, which may cause the vehicle to roll over or tip over, or the driver may step on the brake too hard on a steep slope, which may cause the front wheel braking force to be too large, causing the vehicle to tip over. After the vehicle rolls over, the driver may further make an operation mistake due to being in a hurry, which may cause greater rollover risk of the vehicle and increase the probability of injury and disability of the driver. SUMMARY

[0003] The present application provides a vehicle control method and related device, which can prevent greater risk of the vehicle occupants caused by the operation mistake of the driver when the vehicle rolls over.

[0004] In a first aspect, the present application provides a vehicle control method. For ease of description, the following takes the vehicle control device as an example to describe the execution subject of the method. It should be understood that the vehicle control device herein is an exemplary execution subject name, and in some scenarios, the subject executing the method may also be referred to as a data processing device, a controller, a control circuit, a master control module, or a computing platform, etc.

[0005] The vehicle control method includes: a vehicle control device acquiring state data of a vehicle, the state data of the vehicle including spatial posture information of the vehicle and / or wheel speed information of the vehicle. The vehicle control device determines a state of the vehicle according to the state data of the vehicle. The vehicle control device suppresses power output of the vehicle when determining that the vehicle is in a rollover state.

[0006] After the vehicle rolls over, the driver may take a wrong measure due to being in a hurry, especially increasing the driving force of the vehicle, which may greatly cause the driver and passengers to be seriously injured or disabled. In the above solution, the vehicle control device determines the state of the vehicle based on the acquired state data of the vehicle, and if it is determined that the vehicle is in a rollover state, the vehicle control device automatically suppresses the power output of the vehicle, thereby preventing the passengers from being in a personal safety risk due to the operation mistake of the driver when the vehicle rolls over.

[0007] In a possible implementation, the vehicle is in a rollover state when the state data of the vehicle satisfies a first condition, and the first condition includes at least one of the following: the state data of the vehicle indicates that at least two wheels of the vehicle are off the ground, and the spatial posture information of the vehicle indicates that the rollover angle of the vehicle is greater than a first angle threshold. In some cases, satisfying the above condition is deemed to satisfy the first condition. In some other cases, satisfying the above multiple conditions is deemed to satisfy the first condition.

[0008] The embodiment provides a specific manner for determining that the vehicle is in a rollover state, wherein whether the wheels are off the ground or a rollover angle of the vehicle objectively reflects a balance state of the vehicle, and accuracy of determining whether the vehicle is in a rollover state is ensured.

[0009] For example, the state data of the vehicle indicates that at least two wheels of the vehicle are off the ground, including: wheel speed information of the vehicle indicates that at least two wheel speed gradients of the vehicle are greater than a first gradient threshold, and / or air spring pressure values of the vehicle are less than a calibration threshold under a current slope, wherein the air spring pressure values of the vehicle are determined according to a state parameter of a vehicle body suspension system, and the current slope is determined according to spatial posture information of the vehicle.

[0010] The above embodiment describes a manner for determining that at least two wheels of the vehicle are off the ground, and ensures realizability of the scheme.

[0011] In a possible implementation, the method further includes: when it is determined according to the state data of the vehicle that the vehicle is in a rollover risk state, outputting a warning prompt, the warning prompt being used to prompt the rollover risk and / or a severity of the rollover risk.

[0012] The embodiment provides that, when it is determined that the vehicle is not in a rollover state but in a rollover risk state, the vehicle control device outputs a warning prompt, which can prompt the driver that there is a current rollover risk and a severity of the rollover risk, so that the driver can take corresponding measures to avoid or reduce the severity of the vehicle rollover.

[0013] In a possible implementation, the severity of the rollover risk is represented by a plurality of levels, and the plurality of levels at least include a first level and a second level, wherein when the spatial posture information of the vehicle indicates that a lateral slope is greater than a first slope threshold and / or a longitudinal slope is greater than a second slope threshold, the severity of the rollover risk corresponds to the first level; and when the spatial posture information of the vehicle indicates that a combined slope is greater than a third slope threshold or the state data of the vehicle indicates that at least one wheel of the vehicle is off the ground, the severity of the rollover risk corresponds to the second level, and the combined slope is related to the lateral slope and the longitudinal slope.

[0014] The embodiment provides specific severity of the rollover risk and corresponding determination manners, and ensures realizability of the scheme. In the embodiment, the severity of the rollover risk is determined by the spatial posture information of the vehicle or the off-the-ground state of the wheels, and richness of the determination process and accuracy of the determination result are ensured.

[0015] Exemplarily, the mode of the early warning prompt includes a sound, and the loudness, frequency or content of the sound is used to indicate the severity of the rollover risk, and / or the mode of the early warning prompt includes an interface prompt, and the display style of the interface prompt is used to indicate the severity of the rollover risk.

[0016] The above exemplarily describes the mode and content of the early warning prompt, and embodies the richness and effectiveness of the early warning prompt mode. The early warning prompt can also correspond to other modes, such as vibration, and is also applicable to the method of the embodiments of the application.

[0017] In a possible implementation, the method further includes: in the case where it is detected that the severity of the rollover risk corresponds to the second level, or the vehicle is in a rollover state, and the driving torque is resolved, the early warning prompt includes a voice prompt for the driver to disengage the accelerator pedal.

[0018] In this implementation, the vehicle control device outputs a voice prompt to prompt the driver to disengage the accelerator pedal, so that the mechanical drive of the vehicle is consistent with the power output, avoiding the situation that the mechanical drive is inconsistent with the power output, which may cause damage to the vehicle, or inhibiting the driving torque from failing, ultimately exacerbating the vehicle rollover, and further ensuring the safety of the vehicle and the driver and passengers.

[0019] In a possible implementation, the method further includes: when it is determined according to the state data of the vehicle that the vehicle is in a rollover end state, starting a driver incapacitation assistance system of the vehicle, the driver incapacitation assistance system being used to assist in ensuring the safety of the driver and passengers.

[0020] In this implementation, when the vehicle control device determines according to the state data of the vehicle that the vehicle is in a rollover end state, the driver incapacitation assistance system of the vehicle is started, which can further ensure the safety of the driver and passengers after being injured, and improve the survival probability of the driver and passengers.

[0021] Exemplarily, the driver incapacitation assistance system is used to perform at least one of the following operations: cutting off the high-voltage current of the vehicle, performing an oil cut on the vehicle, starting an oxygen generator, or starting an off-vehicle voice system.

[0022] The above exemplarily describes the operation mode of the driver incapacitation assistance system, and ensures the feasibility and effectiveness of the scheme implementation.

[0023] In a second aspect, the application provides a vehicle control device, which includes an acquisition unit, a determination unit and a control unit, and the vehicle control device is used to implement the method described in the first aspect or any one of the possible implementation modes of the first aspect.

[0024] In one possible implementation, an acquisition unit is used to acquire vehicle state data, including wheel speed information, spatial attitude information, and / or state parameters of the vehicle's suspension system. A determination unit is used to determine the vehicle's state based on the vehicle state data. A control unit is used to suppress the vehicle's power output when it is determined that the vehicle is in a rollover state.

[0025] Thirdly, this application provides a vehicle control device, which includes a processor and a memory. The memory is coupled to the processor, and when the processor executes a computer program stored in the memory, it can implement the methods described in any of the first aspects above. The device may also include a communication interface for communicating with other devices. Exemplarily, the communication interface may be a transceiver, circuit, bus, module, or other type of communication interface.

[0026] In one possible implementation, the device may include: Memory, used to store computer programs; A processor for implementing the method described in the first aspect or any possible implementation of the first aspect.

[0027] It should be noted that the computer program in the memory of this application can be pre-stored or downloaded from the Internet and stored after use of the device. This application does not specifically limit the source of the computer program in the memory. The coupling in the embodiments of this application is an indirect coupling or connection between devices, units, or modules, which can be electrical, mechanical, or other forms, for information interaction between devices, units, or modules.

[0028] Fourthly, this application provides a computing device, which includes a processor and a memory. The memory is used to store computer instructions, and the processor is used to invoke the computer instructions to implement the method described in the first aspect or any possible implementation of the first aspect.

[0029] Fifthly, this application provides a chip including a processor and an interface circuit, the interface circuit being used for inputting and outputting data, and the processor being used for calling computer instructions to implement the method described in the first aspect or any possible implementation of the first aspect.

[0030] Sixthly, this application provides a terminal, which further includes a vehicle control device according to the second aspect, or a vehicle control device according to the third aspect, or a computing device according to the fourth aspect, or a chip according to the fifth aspect.

[0031] In a seventh aspect, this application provides a computer-readable storage medium for storing computer program instructions that, when executed by a processor, cause an apparatus including a processor to implement the method described in the first aspect or any possible implementation thereof.

[0032] Eighthly, this application provides a computer program product including computer program instructions, which, when executed by a processor, cause a device including a processor to implement the method described in the first aspect or any possible implementation of the first aspect.

[0033] The beneficial effects corresponding to the second to eighth aspects mentioned above can be found in the corresponding introduction in the first aspect mentioned above, and will not be repeated here. Attached Figure Description

[0034] Figure 1 This is a structural schematic diagram of a complete vehicle provided in an embodiment of this application.

[0035] Figure 2 A flowchart of a vehicle control method provided in an embodiment of this application.

[0036] Figure 3 This is a schematic diagram of the spatial attitude information of a vehicle provided in an embodiment of this application.

[0037] Figure 4 This is a schematic diagram of a road surface slope provided in an embodiment of this application.

[0038] Figure 5 This is a schematic diagram illustrating the relationship between a first angle threshold and the grip capability of a tire, provided as an embodiment of this application.

[0039] Figure 6 This is a schematic diagram illustrating the relationship between a first angle threshold and vehicle weight, provided as an embodiment of this application.

[0040] Figure 7 and Figure 8 This is a schematic diagram of the device structure provided in the embodiments of this application. Detailed Implementation

[0041] The apparatus or system involved in this application will be described first.

[0042] Please see Figure 1 This is a structural schematic diagram of a vehicle provided in an embodiment of this application, such as... Figure 1As shown, the vehicle 100 includes an Adventured Body Motion Control (ABM) system 20, an Integrated Power Brake (IPB) system 30, and a Motor Control Unit (MCU) 40. The ABM 20 senses the dynamic parameters of the vehicle body, specifically including air spring pressure, suspension stiffness, vehicle height, wheel camber angle, damping and vibration parameters, and component state parameters. The ABM 20 can integrate components such as accelerometers, gyroscopes, and magnetometers, which correspond to inertial measurement units (IMUs), such as six-axis or nine-axis IMUs. Alternatively, the IMU can exist independently (not shown in the figure) to acquire the vehicle's spatial attitude information. This spatial attitude information specifically includes the vehicle's roll angle, pitch angle, and yaw angle. The IPB system 30 can be used to obtain wheel speed information from wheel speed sensors and can also be used to improve braking response speed and energy recovery efficiency. The MCU 40 is used to receive vehicle commands and control the output torque and speed of the motor, and to perform motor fault diagnosis and protection. The vehicle control method provided in this application embodiment can be executed by a vehicle control device, which can be the MCU 40 in the vehicle 100, or it can be the vehicle dynamics control (VDC) system or electronic control unit (ECU) in the vehicle 100 (not shown in the figure).

[0043] Optionally, the vehicle 100 may also include a throttle 10, a battery management system (BMS) 50, an instrument cluster (IC) 60, lights 70, tires 80, and a vehicle interface unit (VIU) 90, etc.

[0044] The throttle 10 provides power output and displays the throttle opening (the angle at which the accelerator pedal is depressed). The BMS 50 monitors the voltage, temperature, and other statuses of the power battery to protect its health. The IC 60 displays vehicle driving information such as speed, battery level, mileage, and fuel level, and can also display warning messages. The lights 70 provide illumination or flashing indicators. The tires 80 bear the load, transmit power and brakes, and can also provide configuration information such as tire specifications, load capacity, and speed limits. The VIU provides interfaces for connecting various components.

[0045] Figure 1 The number and types of vehicle components shown are merely an example; the vehicle 100 may include more or fewer components, such as an anti-lock braking system (ABS) or an electronic stability program (ESP).

[0046] During vehicle operation, such as off-road driving, drivers may lack experience and underestimate the vehicle's climbing ability limits, leading to overestimation of traction force and causing the vehicle to roll backward or sideways. Alternatively, sudden braking on steep slopes may result in excessive braking force on the front wheels, causing the vehicle to roll forward. After a rollover, the driver may further make operational errors due to panic, increasing the risk of further rollover and raising the probability of driver injury or disability.

[0047] Some vehicles are equipped with disability assistance functions. These functions can determine the driver's consciousness and / or behavior based on the driver's actions, including hand position and eye movements, and perform braking operations when the driver is deemed unconscious. This disability assistance function ensures the safe operation of the vehicle even when the driver is disabled.

[0048] However, this technology applies braking only after the driver has become completely incapacitated, making it unsuitable for scenarios where the vehicle is at risk of rolling over. First, during a rollover, the driver may still be conscious, failing to meet the triggering conditions for the disability assistance function. Second, while the aforementioned disability assistance function actively applies braking, if the driver simultaneously presses the accelerator, the braking mechanically blocks the forward movement of the driving system. If the driving force is significant, this could still cause the vehicle to lurch forward, potentially even exacerbating the risk of skidding and instability.

[0049] To address the aforementioned problems, embodiments of this application provide a vehicle control method and related apparatus. These are described below by way of example.

[0050] See also Figure 2 This is a flowchart illustrating a vehicle control method provided in an embodiment of this application. Optionally, this method is applied to a vehicle control device, which may specifically be, for example, the aforementioned... Figure 1 The MCU in the system, or one or more functions or modules such as VCD and ECU in the vehicle. For ease of description, the following description will take the vehicle control device as the execution subject.

[0051] S10, the vehicle control device acquires the vehicle's status data.

[0052] The vehicle's status data includes one or more of the following: wheel speed information, spatial attitude information, or status parameters of the vehicle's suspension system.

[0053] In this embodiment, the vehicle control device acquires the vehicle's status data. For example, wheel speed information is acquired through wheel speed sensors and then transmitted to control units such as MCU, ABS, or ESP, so that the vehicle control device can obtain the wheel speed information. Wheel speed information can be expressed as T revolutions (r) per second (s).

[0054] For example, the vehicle's spatial attitude information can be acquired by the ABM or by a separate IMU. Specifically, the vehicle's spatial attitude information may include one or more of the vehicle's roll angle, pitch angle, and yaw angle. See also... Figure 3 This is a schematic diagram of the spatial attitude information of a vehicle provided in an embodiment of this application, such as... Figure 3 As shown, the x-axis represents the horizontal plane, the y-axis represents the direction perpendicular to the horizontal plane, and the z-axis represents the depth direction, or the direction directly in front of the vehicle, the component of the vehicle's direction of travel parallel to the horizontal plane, etc. The vehicle's roll angle is the angle between the vehicle's direction of travel and the z-axis, the pitch angle is the angle between the vehicle's direction of travel and the x-axis, and the yaw angle is the angle between the vehicle's direction of travel and the y-axis.

[0055] The state parameters of the vehicle suspension system can include air spring pressure, damping parameters, and vibration parameters, such as M bars. The air spring pressure is related to the slope of the road surface on which the vehicle is driving. For example, at a slope of A, the corresponding air spring pressure is within the calibrated range of M1 bar to M2 bar. When it exceeds this calibrated range, there may be situations such as the wheels being suspended in the air, wheel damage, or sensor malfunction.

[0056] S20, the vehicle control unit determines the vehicle's status based on the vehicle's status data.

[0057] The vehicle control device determines the vehicle's state, specifically whether the vehicle is in a rollover-related state. For example, the vehicle's state includes a rollover state (i.e., the vehicle is rolling), a rollover risk state (there is a risk of rollover but it has not yet rolled over), or a rollover completed state.

[0058] As described above, the vehicle's state data includes wheel speed information, spatial attitude information, and / or state parameters of the vehicle's suspension system. Wheel speed information can indicate whether the vehicle is experiencing excessively high speed gradients, exceeding the normal driving range, thus indicating that the vehicle is in a wheel-free state (meaning the vehicle is about to roll over or has already rolled over). Spatial attitude information can indicate whether the road surface is too steep, thus indicating that the vehicle is at risk of rolling over. State parameters of the vehicle's suspension system can indicate abnormal air spring pressure values, thus indicating that the vehicle is in a wheel-free state.

[0059] Optionally, when the vehicle status data meets the first condition, the vehicle is in a rollover state, the first condition including at least one of the following: or the vehicle's spatial attitude information indicates that the vehicle's rollover angle is greater than a first angle threshold.

[0060] Optionally, the vehicle control device determines that the vehicle is in a rollover state when the vehicle status data meets a first condition. The first condition includes at least one of the following two: (1) The vehicle status data indicates that at least two wheels of the vehicle are off the ground.

[0061] For example, if two or more wheels of a vehicle are off the ground (i.e., at least two wheels are off the ground), the vehicle body is in an unbalanced state, and thus it can be determined that the vehicle is in a rollover state.

[0062] Optionally, the vehicle status data indicates that the vehicle has two wheels off the ground, including at least one of the following two situations: a. The vehicle's wheel speed information indicates that the vehicle has at least two wheel speed gradients that are greater than the first gradient threshold.

[0063] Vehicle control devices can acquire the rotational speed (or wheel speed information) of each wheel through sensors such as wheel speed sensors. The rate of change of wheel rotational speed per unit time is called the wheel speed gradient. For example, if a wheel rotates at 1000 r / s in one second and 5000 r / s in the next second, the wheel speed gradient is 5000 r / s - 1000 r / s = 4000 r / s. If the vehicle exhibits an excessively large wheel speed gradient within a short period, it may be due to wheels being airborne. Therefore, if the vehicle control device determines, based on the wheel rotational speed information, that the vehicle has two or more wheel speed gradients exceeding the first gradient threshold, it indicates that two or more wheels are airborne.

[0064] The first gradient threshold can be obtained by the vehicle control device based on historical experience data, or it can be a preset value. Specific examples of the first gradient threshold could be 5000 r / s or 5100 r / s, etc.

[0065] b. The vehicle has at least two air spring pressure values ​​that are lower than the calibrated threshold for the current slope. The air spring pressure values ​​are determined based on the state parameters of the vehicle's suspension system, and the current slope is determined based on the vehicle's spatial attitude information.

[0066] A vehicle can have multiple air springs. Specifically, for example, one air spring can be located at each of the four wheels, or air springs can be located in other parts of the vehicle, such as the seats. The air spring pressure value records the pressure borne by the air spring. When the vehicle is in motion, changes in the vehicle's spatial posture or road surface characteristics alter the pressure borne by the air springs, and consequently, the air spring pressure value also changes.

[0067] Among these, the road surface characteristic parameters include road slope, which further includes lateral slope and longitudinal slope. For details, please refer to [link / reference needed]. Figure 4 This is a schematic diagram of a road surface slope provided in an embodiment of this application, as shown below. Figure 4 As shown, the vehicle travels along the road surface, where the elevation difference between the road center and the road edge is the lateral slope, and the angle between the road surface and the horizontal plane is the longitudinal slope. There is a correspondence between road surface slope and vehicle spatial attitude information: the lateral slope corresponds to the vehicle's yaw angle, and the longitudinal slope corresponds to the vehicle's pitch angle. Based on the longitudinal and lateral slopes, a combined slope can be obtained to characterize the overall slope of the road surface on which the vehicle travels. The combined slope... , where a represents the lateral slope and b represents the longitudinal slope.

[0068] Therefore, under normal driving conditions, the air spring pressure value and the gradient value (specifically, a combined gradient value) have a calibration relationship. For example, when the gradient is A degrees, the corresponding air spring pressure value is the calibration threshold (range) of M1 bar to M2 bar. If the air spring pressure value exceeds this calibration threshold, and excluding situations such as wheel damage or sensor malfunction, it can be determined that the vehicle is in a wheel-free state.

[0069] Optionally, the calibration threshold for the current slope value is related to vehicle parameters, including vehicle shape (vehicle length, vehicle height, whether the vehicle is an SUV, truck, or sedan, etc.), vehicle weight, or the type of tires used by the vehicle. The vehicle parameters can be used to determine the air spring pressure value that the wheels can bear under the current slope value without slipping, and then used to set the calibration threshold of the air spring pressure value under the current slope value.

[0070] (2) The vehicle’s spatial attitude information indicates that the vehicle’s roll angle is greater than the first angle threshold.

[0071] For example, if the vehicle's roll angle is greater than a first angle threshold, it indicates that the vehicle body has rolled over, and thus it can be determined that the vehicle is in a rollover state. The first angle threshold can be the rollover angle determined based on empirical data, such as 60 degrees, 65 degrees, etc.

[0072] Optionally, the first angle threshold is related to vehicle parameters. These parameters include, for example, the tire grip; the stronger the tire grip, the larger the first angle threshold within a certain range. See also... Figure 5 This diagram illustrates the relationship between a first angle threshold and tire grip capability, as provided in an embodiment of this application. The first angle threshold is positively correlated with the strength of tire grip capability. Tire grip capability is related to tire type. For example, passenger tires are categorized into summer tires, all-season tires, and winter tires, with grip capability ranking as follows: winter tires > (stronger than) all-season tires > summer tires. Off-road tires are categorized into all-terrain (AT) tires, rugged-terrain (RT) tires, and mud-terrain (MT) tires, with grip capability ranking as follows: MT > RT > AT. Vehicle parameters related to the first angle threshold may also include vehicle weight; the first angle threshold is smaller when the vehicle is unloaded or fully loaded, and larger when the vehicle is half-loaded. See also... Figure 6 This is a schematic diagram illustrating the relationship between a first angle threshold and vehicle weight provided in an embodiment of this application. The magnitude of the first angle threshold is positively correlated with the vehicle weight before it increases and exceeds a certain weight, and becomes positively correlated after the vehicle weight increases and exceeds a certain weight.

[0073] When setting the first angle threshold for a vehicle, a rollover probability prediction model can be used to determine it. Specifically, this involves performing Kalman filtering based on the combined wheel speed change rate (Δω / Δt) and angle change rate (Δθ / Δt) to determine the first angle threshold corresponding to different vehicle parameters.

[0074] The above items (1) and (2) can be used individually or in combination to determine whether the vehicle is in a rollover state. In some cases, the vehicle control device can also determine whether the vehicle is in a rollover state by other methods (such as using more parameters or using artificial intelligence models to assist in the judgment). In summary, the vehicle control device can use the vehicle's state data to determine the vehicle's rollover state.

[0075] S30, when the vehicle control unit determines that the vehicle is in a rollover state, it suppresses the vehicle's power output.

[0076] Suppressing a vehicle's power output includes one or more operations such as suppressing the throttle signal and limiting torque output. In other words, suppressing a vehicle's power output specifically means receiving the force applied by the driver pressing the accelerator pedal, but not applying braking force to the vehicle. Because the vehicle is already in a rollover state, the driver's current action of pressing the accelerator pedal may be an incorrect one. Applying braking force based on this action could worsen the rollover, further increasing the risk to the occupants.

[0077] As can be seen, in this embodiment of the application, the vehicle control device determines the vehicle's state based on the acquired vehicle state data. If it is determined that the vehicle is in a rollover state, it automatically suppresses the vehicle's power output to prevent greater risk to onboard personnel due to driver error when the vehicle rolls over, thereby improving the intelligence and safety of vehicle control.

[0078] In addition, the vehicle control method described above determines whether the vehicle is in a rollover state by using the vehicle's status data, predicts whether the driver's driving behavior may be panicked or incapacitated, and then intervenes in the driver's operation. This allows the system to determine whether the driver no longer has the ability to drive the vehicle correctly before incapacitated behavior is actually detected, improving the timeliness and accuracy of the judgment results and further enhancing the timeliness and effectiveness of the vehicle control process.

[0079] In some possible implementations, the vehicle control device can determine, based on vehicle status data, whether the vehicle is in a rollover risk state and the severity of the rollover risk. Alternatively, the vehicle control device can also output a warning prompt indicating the presence of a rollover risk and / or the severity of the rollover risk (the specific process is described below).

[0080] In some possible implementations, the vehicle control device outputs a warning when it determines that the vehicle is at risk of rollover based on the vehicle's status data.

[0081] For example, before determining that the vehicle is in a rollover state, the vehicle control device predicts that the vehicle is at risk of rollover and then issues a warning to the driver so that the driver can respond in advance to avoid a rollover. The warning can indicate the presence of a rollover risk and its severity. The severity of the rollover risk can be indicated using adjectives, such as: "There is a slight rollover risk; please drive with caution." or "There is a serious rollover risk; please pull over immediately." Alternatively, the severity of the rollover risk can be indicated using a rating scale, such as: "There is a Level 1 rollover risk; please proceed with caution," and so on.

[0082] In some possible implementations, when the vehicle control device determines the severity of the rollover risk based on the vehicle's status data, it outputs a warning message corresponding to the severity.

[0083] For example, if the vehicle control device determines that there is a risk of rollover, it can further determine the severity of the rollover risk and issue differentiated warnings for different levels of severity, so that the driver can quickly assess the severity of the rollover risk.

[0084] Optionally, the warning notification modality includes sound, the loudness, frequency, or content of which is used to indicate the severity of the rollover risk. Alternatively, the warning notification modality includes a graphical interface, the display style of which is used to indicate the severity of the rollover risk.

[0085] Vehicle control devices can use sound to indicate the severity of a rollover risk, specifically through the loudness, frequency, or content of the sound. For example, using adjectives or levels to indicate the severity of a rollover risk, as mentioned above, is an example of using sound content to provide this indication. As another example, the severity of a rollover risk can be indicated by sound loudness; the louder the sound, the more severe the rollover risk. Alternatively, the severity of a rollover risk can be indicated by sound frequency; the higher the frequency, the more severe the rollover risk.

[0086] Vehicle control devices can indicate the severity of rollover risks through an interface, such as instrument panel lights. Different colored lights indicate the severity of rollover risks, with red lights indicating the most severe risk and yellow lights indicating a minor risk. Alternatively, the frequency of flashing lights on the instrument panel can indicate the severity of the rollover risk; a higher flashing frequency indicates a greater severity of the risk, and so on.

[0087] Optionally, the above two modes of warning prompts can be performed individually or in combination, both of which are applicable to the method of the embodiments of this application.

[0088] As can be seen in this embodiment, the vehicle control device can determine that the vehicle is in a rollover risk state based on the vehicle's status data and output a warning prompt to indicate the existence and severity of the rollover risk. This allows the driver to take countermeasures in advance based on the warning prompt, avoiding the rollover risk and improving the safety of passengers. Furthermore, using one or more modal warning prompts reduces the power consumption of the vehicle control device and avoids interfering with the driver's attention. The latter improves the effectiveness of the prompt, ensuring that the driver can respond promptly to the rollover risk based on the prompt.

[0089] Optionally, the severity of rollover risk can be represented by multiple levels, including at least a first level and a second level. Specifically, when the vehicle's spatial attitude information indicates a lateral slope greater than a first slope threshold and / or a longitudinal slope greater than a second slope threshold, the severity of rollover risk corresponds to the first level. When the vehicle's spatial attitude information indicates a combined slope greater than a third slope threshold, or when the vehicle's state data indicates that at least one wheel is airborne, the severity of rollover risk corresponds to the second level.

[0090] For example, the severity of rollover risk is divided into a first level and a second level, where the severity of the first level is lower than that of the second level. The specific methods for determining the first and second levels are as follows: (1) When the vehicle control device determines the spatial attitude information of the vehicle, indicating that the lateral slope is greater than the first slope threshold and / or the longitudinal slope is greater than the second slope threshold, the severity of the rollover risk corresponds to the first level.

[0091] The definitions of lateral and longitudinal slopes are provided above. The first and / or second slope thresholds may be pre-configured in the vehicle control unit or obtained by the vehicle control unit based on historical experience data. Specifically, the first slope threshold may be, for example, 12 degrees, and the second slope threshold may be, for example, 35 degrees.

[0092] (2) The vehicle control device determines that when the vehicle’s spatial attitude information indicates that the combined slope is greater than the third slope threshold, or when the vehicle’s status data indicates that the vehicle has at least one wheel in the air, the severity of the rollover risk corresponds to the second level.

[0093] A combined gradient exceeding the third gradient threshold indicates a steep road surface, severe vehicle tilting, and a potential serious rollover risk. The definition of combined gradient is described above; it can be determined based on the vehicle's spatial attitude information. Similar to the first and / or second gradient thresholds, the third gradient threshold can be pre-configured in the vehicle control system or obtained by the system based on historical data. Specifically, the third gradient threshold could be, for example, 40 degrees, 45 degrees, etc.

[0094] Alternatively, vehicle status data may indicate that one or more wheels are off the ground, suggesting a serious risk of rollover. Methods by which vehicle control devices determine that at least one wheel is off the ground include: Method a. The vehicle control device determines the vehicle's wheel speed information to indicate that the vehicle has at least one wheel speed gradient greater than the second gradient threshold.

[0095] Consistent with the preceding description, the wheel speed gradient represents the rate of change of wheel rotation speed per unit time. The presence of at least one wheel speed gradient greater than the second gradient threshold indicates that at least one wheel of the vehicle is in the air.

[0096] The second gradient threshold can be smaller than the first gradient threshold described above, indicating that the standard for determining at least one wheel liftoff is lower than the standard for determining at least two wheel liftoffs. This allows the vehicle control device to predict in advance that the vehicle may lift off at least once using more sensitive parameter settings, thus providing an early warning. For example, if the first gradient threshold is 5000 r / s, the second gradient threshold could be 3000 r / s.

[0097] Method b. The vehicle has at least one air spring pressure value that is less than the calibration threshold for the current slope.

[0098] As described above, the air spring pressure value can be calibrated to the combined slope of the road surface. When the air spring pressure value exceeds the calibrated threshold for the current slope, the wheel corresponding to that air spring may be airborne. Therefore, if at least one air spring pressure value is less than the calibrated threshold for the current slope, the vehicle control device can determine that at least one wheel of the vehicle is airborne.

[0099] Once the vehicle control device determines that the vehicle has a first-level or second-level rollover risk, it can issue a warning corresponding to the level. For example, when the risk is first-level, the vehicle control device will flash a yellow light on the instrument panel and emit an intermittent warning sound. When the risk is second-level, the vehicle control device will flash a red light on the instrument panel and emit a continuous warning sound, so that the driver can take appropriate actions to avoid the vehicle rolling over and ensure the safety of the occupants.

[0100] As can be seen in this embodiment, the vehicle control device determines the severity of the vehicle's rollover risk to a first level based on the lateral and / or longitudinal slope indicated by the vehicle's spatial attitude information. It then determines the severity of the rollover risk to a second level by combining the slope with the vehicle's state data to indicate that at least one wheel is airborne. This method enables the vehicle control device to provide two levels of warnings for different severity levels of rollover risk, allowing the driver to take actions corresponding to the severity of the risk. This improves the accuracy of the warnings, thereby enhancing the accuracy of the driver's actions and ensuring driver safety.

[0101] Optionally, the method further includes: when the vehicle control device detects that the severity of the rollover risk corresponds to the second level, or when the vehicle is in a rollover state and the drive torque is resolved, a warning prompt including a voice prompt to the driver to release the accelerator pedal.

[0102] For example, the above description corresponds to two scenarios: Scenario A. If the vehicle control device detects that the severity of the rollover risk corresponds to the second level and analyzes the drive torque, the output warning prompts include a voice prompt to the driver to release the accelerator pedal.

[0103] The vehicle control unit detects a rollover risk severity level corresponding to Level 2, indicating a very serious risk of rollover. In this case, the driver may need to stop pressing the accelerator pedal to halt vehicle power and prevent a rollover. Therefore, after analyzing the vehicle's output drive torque, the vehicle control unit will issue a voice prompt to the driver to release the accelerator pedal. For example, it may issue a voice prompt such as "Please remove the accelerator pedal."

[0104] Scenario B. The vehicle control unit detects that the vehicle is in a rollover state and analyzes the drive torque. The warning prompts include a voice prompt for the driver to release the accelerator pedal.

[0105] When the vehicle control system detects that the vehicle is in a rollover state, it will suppress the vehicle's power output. That is, even if the vehicle control system detects the drive torque, it will suppress that torque and not drive the vehicle. However, if the driver continues to press the accelerator pedal, it may cause vehicle damage or cause the suppression of drive torque to fail, ultimately exacerbating the rollover. Therefore, the vehicle control system can output a voice prompt to remind the driver to release the accelerator pedal, so that the vehicle's mechanical drive and power output are aligned, further ensuring the safety of the vehicle and its occupants.

[0106] In another possible implementation, the vehicle control device activates the vehicle's disability assistance system when it determines, based on the vehicle's status data, that the vehicle is in the rollover termination state.

[0107] Among them, the disability assistance system is used to help ensure the safety of drivers and passengers.

[0108] For example, the vehicle control unit can continuously monitor the vehicle's status. If it is determined that the vehicle has completed a rollover and it is suspected that the occupants may be injured or disabled, the vehicle's enabling assistance system can be activated to assist the occupants' safety.

[0109] Optionally, the driver disability assistance system is used to perform at least one of the following operations: disconnecting the high-voltage current of the vehicle, cutting off the fuel supply to the vehicle, starting the oxygen generator, or activating the external voice system.

[0110] For example, cutting off the high-voltage current to a vehicle can prevent the risk of electric shock to the user or vehicle fire. Disconnecting the fuel supply and disabling the range extender also serves to prevent vehicle fire. Activating the oxygen generator can increase the oxygen concentration inside the vehicle, improving the probability of the user regaining consciousness in the event of incapacitation. Activating the external voice system means using the external voice system to issue a distress signal, which will automatically play a distress message so that people outside the vehicle can provide assistance to the driver and passengers.

[0111] It is evident that in this method, when the vehicle control device determines that the vehicle is in the rollover end state based on the vehicle's status data, the vehicle's disability assistance system is activated, which can further ensure the safety of the occupants after injury and increase their survival probability.

[0112] The embodiments of this application are described below with reference to the accompanying drawings. The terms "first," "second," "third," and "fourth," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices. The reference to "embodiment" herein means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0113] In the various embodiments of this application, on the one hand, they are mutually independent, meaning that the embodiments do not limit or constrain each other. On the other hand, unless otherwise specified or there is a logical conflict, the terminology and / or descriptions in the various embodiments are consistent and can be referenced mutually. Technical features in different embodiments can be combined to form new embodiments based on their inherent logical relationships.

[0114] The foregoing description provides an exemplary overview of the reconstruction model training process and vehicle control method provided in the embodiments of this application. It is understood that each device, in order to achieve the corresponding functions described above, includes hardware structures and / or software modules corresponding to the execution of each function. Based on the units and steps of the various examples described in the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed by hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0115] This application embodiment can divide the device into functional modules according to the above method example. For example, each function can be divided into its own functional module, or two or more functions can be integrated into one module. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in this application embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0116] In the case of dividing each functional module according to its corresponding function, the embodiments of this application also provide an apparatus for implementing any of the above vehicle control methods. For example, an apparatus is provided that includes a unit (or means) for implementing each step in any of the above vehicle control methods.

[0117] For example, please refer to Figure 7 This is a structural schematic diagram of a vehicle control device 600 provided in an embodiment of this application. Figure 7 The vehicle control device 600 shown can be used to execute any of the above-described vehicle control methods. The vehicle control device 600 may include an acquisition unit 601, a determination unit 602, and a control unit 603. Wherein: The acquisition unit 601 is used to acquire the vehicle's state data, which includes the vehicle's wheel speed information, the vehicle's spatial attitude information, and / or the state parameters of the vehicle's suspension system. The determining unit 602 is used to determine the state of the vehicle based on the vehicle's state data. Control unit 603 is used to suppress the power output of the vehicle when it is determined that the vehicle is in a rollover state.

[0118] In one possible implementation, the vehicle is in a rollover state when the vehicle state data meets a first condition, the first condition including at least one of the following: the vehicle state data indicates that at least two wheels of the vehicle are in the air; or the vehicle's spatial attitude information indicates that the vehicle's roll angle is greater than a first angle threshold.

[0119] For example, the vehicle's state data indicates that at least two wheels of the vehicle are off the ground, including: the vehicle's wheel speed information indicating that the vehicle has at least two wheel speed gradients greater than a first gradient threshold; and / or the vehicle has at least two air spring pressure values ​​less than a calibrated threshold at the current slope, wherein the vehicle's air spring pressure values ​​are determined based on the state parameters of the vehicle's suspension system, and the current slope is determined based on the vehicle's spatial attitude information.

[0120] In one possible implementation, the control unit 603 is further configured to: output a warning prompt when it is determined from the vehicle's status data that the vehicle is in a rollover risk state, the warning prompt being used to indicate the existence of a rollover risk and / or the severity of the rollover risk.

[0121] In one possible implementation, the severity of rollover risk is represented by multiple levels, including at least a first level and a second level; wherein, when the vehicle's spatial attitude information indicates that the lateral slope is greater than a first slope threshold and / or the longitudinal slope is greater than a second slope threshold, the severity of rollover risk corresponds to the first level; when the vehicle's spatial attitude information indicates that the combined slope is greater than a third slope threshold, or when the vehicle's state data indicates that at least one wheel of the vehicle is airborne, the severity of rollover risk corresponds to the second level, wherein the combined slope is related to the lateral slope and the longitudinal slope.

[0122] For example, the modality of the warning prompt includes sound, the loudness, frequency, or content of which is used to indicate the severity of the rollover risk; and / or the modality of the warning prompt includes an interface prompt, the display style of which is used to indicate the severity of the rollover risk.

[0123] In one possible implementation, the control unit 603 is also configured to provide a warning prompt, including a voice prompt to the driver to release the accelerator pedal, when the severity of the rollover risk is detected to correspond to a second level, or when the vehicle is in a rollover state and the drive torque is resolved.

[0124] In one possible implementation, the control unit 603 is further configured to activate the vehicle's disability assistance system when it is determined from the vehicle's status data that the vehicle is in the rollover termination state. The disability assistance system is used to assist in ensuring the safety of the driver and passengers.

[0125] For example, the driver disability assistance system is used to perform at least one of the following operations: disconnecting the high-voltage current of the vehicle, cutting off the fuel supply to the vehicle, starting the oxygen generator, or activating the external voice system.

[0126] Figure 7 The specific operation and beneficial effects of each unit in the vehicle control device 600 shown can be found in the corresponding descriptions in possible embodiments, and will not be repeated here.

[0127] It should be understood that the division of the units in the aforementioned vehicle control device 600 is only a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, the units in the device can be implemented by a processor calling software; for example, the device includes a processor connected to a memory containing instructions. The processor calls the instructions stored in the memory to implement any of the above methods or to implement the functions of each unit in the device. The processor can be, for example, a general-purpose processor, such as a central processing unit (CPU) or a microprocessor, and the memory can be internal or external to the device. Alternatively, the units in the device can be implemented as hardware circuits. The functionality of some or all units can be achieved through the design of these hardware circuits, which can be understood as one or more processors. For example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC), and the functionality of some or all of the above units is achieved through the design of the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a programmable logic device (PLD), such as a field-programmable gate array (FPGA), which can include a large number of logic gates. The connection relationships between the logic gates are configured through configuration files, thereby achieving the functionality of some or all of the above units. All units of the above device can be implemented entirely through processor-invoked software, entirely through hardware circuits, or partially through processor-invoked software with the remaining parts implemented through hardware circuits.

[0128] In this application embodiment, a processor is a circuit with data processing capabilities. In one implementation, the processor can be a circuit with instruction reading and execution capabilities, such as a CPU, microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships of hardware circuits are fixed or reconfigurable. For example, the processor is a hardware circuit implemented as an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. Furthermore, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a Neural Network Processing Unit (NPU), Tensor Processing Unit (TPU), or Deep Learning Processing Unit (DPU).

[0129] As can be seen, each unit in the above device can be one or more processors (or processing circuits) configured to implement the above methods, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0130] Furthermore, the units in the above devices can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units are integrated together as a system-on-a-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or implementing the functions of the units in the device. The at least one processor may be of different types, such as CPU and FPGA, CPU and artificial intelligence processor, CPU and GPU, etc.

[0131] For example, see Figure 8 This is a schematic diagram of the structure of a possible physical entity of the vehicle control device provided in this application. Figure 8 The vehicle control device 700 shown can be the vehicle control device in the method described in the above embodiments. The vehicle control device 700 includes a processor 701, a memory 702, and a communication interface 703. The processor 701, communication interface 703, and memory 702 can be interconnected or interconnected via a bus 704.

[0132] For example, the memory 702 is used to store the computer program and data of the vehicle control device 700. The memory 702 may include, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM).

[0133] The software or program code required for all or part of the functions of the vehicle control device in the above method embodiments is stored in memory 702.

[0134] In one possible implementation, if the software or program code required for some functions is stored in memory 702, then processor 701, in addition to calling the program code in memory 702 to implement some functions, can also cooperate with other components to complete other functions described in the method embodiments. For example, it can cooperate with communication interface 703 to implement the function of receiving or sending data. Alternatively, the device may also include a display module, which can cooperate to implement the display function of user interface, etc.

[0135] There can be multiple communication interfaces 703, which are used to support the vehicle control device 700 in communication, such as receiving or sending data or signals.

[0136] For example, processor 701 may be a CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor types, etc. Processor 701 may be used to read the program stored in memory 702 and execute the vehicle control method described above.

[0137] Figure 8 The specific operation and beneficial effects of each unit in the vehicle control device 700 shown can be found in the corresponding descriptions in the above possible method embodiments, and will not be repeated here.

[0138] This application also provides a chip including logic circuitry and a communication interface. The communication interface is used to receive and / or send information, or to input and / or output information. The logic circuitry is used to process the information. This chip is used to implement the aforementioned vehicle control method and its possible implementations.

[0139] This application also provides a computer-readable storage medium storing a computer program or computer instructions that are executed by a processor to implement the above-described vehicle control method and its possible implementations.

[0140] For example, the aforementioned computer-readable storage media may include, but are not limited to, various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0141] This application also provides a computer program product, which, when read and executed by a computer, will be used to implement the above-described vehicle control method and its possible implementation methods.

[0142] For example, the aforementioned computer program product includes, but is not limited to, a computer program, code, or electronic (digital) signal used to transmit computer program instruction code that enables the computer to implement the method when it is running.

[0143] It should be understood that in the various embodiments of this application, the sequence number of each process does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0144] It should also be understood that the term “comprising” (also referred to as “includes”, “including”, “comprises” and / or “comprising”) as used in this specification specifies the presence of the stated features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0145] It should also be understood that the phrases "an embodiment," "an embodiment," and "a possible implementation" used throughout the specification mean that a specific feature, structure, or characteristic related to an embodiment or implementation is included in at least one embodiment of this application. Therefore, the phrases "in an embodiment," "an embodiment," or "a possible implementation" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments.

[0146] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle control method, characterized in that, The method includes: Acquire vehicle status data, which includes vehicle wheel speed information, vehicle spatial attitude information, and / or status parameters of the vehicle body suspension system; The status of the vehicle is determined based on the vehicle's status data; When it is determined that the vehicle is in a rollover state, the power output of the vehicle is suppressed.

2. The method according to claim 1, characterized in that, When the vehicle status data meets a first condition, the vehicle is in a rollover state, and the first condition includes at least one of the following: The vehicle's status data indicates that at least two wheels of the vehicle are off the ground; or The vehicle's spatial attitude information indicates that the vehicle's roll angle is greater than a first angle threshold.

3. The method according to claim 2, characterized in that, The vehicle status data indicates that the vehicle has at least two wheels off the ground, including: The vehicle's wheel speed information indicates that the vehicle has at least two wheel speed gradients greater than the first gradient threshold; and / or The vehicle has at least two air spring pressure values ​​that are lower than the calibrated threshold for the current slope, wherein the air spring pressure values ​​of the vehicle are determined based on the state parameters of the vehicle body suspension system, and the current slope is determined based on the spatial attitude information of the vehicle.

4. The method according to any one of claims 1-3, characterized in that, The method further includes: When it is determined that the vehicle is in a rollover risk state based on the vehicle's status data, a warning prompt is output. The warning prompt is used to indicate the existence of a rollover risk and / or the severity of the rollover risk.

5. The method according to claim 4, characterized in that, The severity of the rollover risk is expressed in multiple levels, including at least a first level and a second level. Wherein, when the vehicle's spatial attitude information indicates that the lateral slope is greater than a first slope threshold and / or the longitudinal slope is greater than a second slope threshold, the severity of the rollover risk corresponds to the first level; When the vehicle's spatial attitude information indicates that the combined slope is greater than the third slope threshold, or when the vehicle's status data indicates that the vehicle has at least one wheel airborne, the severity of the rollover risk corresponds to the second level, and the combined slope is related to the lateral slope and the longitudinal slope.

6. The method according to claim 5, characterized in that, The warning notification modality includes sound, the loudness, frequency, or content of which is used to indicate the severity of the rollover risk; and / or The warning prompt modality includes an interface prompt, the display style of which is used to indicate the severity of the rollover risk.

7. The method according to claim 6, characterized in that, The method further includes: When the severity of the rollover risk is detected to correspond to the second level, or when the vehicle is in a rollover state and the drive torque is determined, the warning prompt includes a voice prompt to the driver to release the accelerator pedal.

8. The method according to any one of claims 1-7, characterized in that, The method further includes: When the vehicle is determined to be in a rollover-completed state based on the vehicle's status data, the vehicle's disability assistance system is activated to assist in ensuring the safety of the driver and passengers.

9. The method according to claim 8, characterized in that, The driver disability assistance system is used to perform at least one of the following operations: Cut off the high-voltage current to the vehicle, shut off the fuel supply to the vehicle, start the oxygen generator, or activate the external voice system.

10. A vehicle control device, characterized in that, The vehicle control device is used for: Acquire vehicle status data, which includes the vehicle's spatial attitude information and / or the vehicle's wheel rotation speed information; The status of the vehicle is determined based on the vehicle's status data; When it is determined that the vehicle is in a rollover state, the power output of the vehicle is suppressed.

11. The apparatus according to claim 10, characterized in that, When the vehicle status data meets a first condition, the vehicle is in a rollover state, and the first condition includes at least one of the following: The vehicle's wheel speed information and / or the status parameters of the vehicle's suspension system indicate that two wheels of the vehicle are in the air; or The vehicle's spatial attitude information indicates that the vehicle's roll angle is greater than a first angle threshold.

12. The apparatus according to claim 11, characterized in that, The vehicle's wheel speed information and / or the status parameters of the vehicle's suspension system indicate that two wheels of the vehicle are in the air, including: The vehicle's wheel speed information indicates that the vehicle has at least two wheel speed gradients greater than the first gradient threshold; and / or The vehicle has at least two air spring pressure values ​​that are lower than the calibrated threshold for the current slope, wherein the air spring pressure values ​​of the vehicle are determined based on the state parameters of the vehicle body suspension system, and the current slope is determined based on the spatial attitude information of the vehicle.

13. The method according to any one of claims 10-12, characterized in that, The device is also used for: When it is determined that the vehicle is in a rollover risk state based on the vehicle's status data, a warning prompt is output. The warning prompt is used to indicate the existence of a rollover risk and the severity of the rollover risk.

14. The apparatus according to claim 13, characterized in that, The severity of the rollover risk is expressed in multiple levels, including at least a first level and a second level. Wherein, when the vehicle's spatial attitude information indicates that the lateral slope is greater than a first slope threshold and / or the longitudinal slope is greater than a second slope threshold, the severity of the rollover risk corresponds to the first level; When the vehicle's spatial attitude information indicates that the combined slope is greater than the third slope threshold, or when the vehicle's wheel speed information and / or the state parameters of the vehicle's suspension system indicate that at least one wheel of the vehicle is airborne, the severity of the rollover risk corresponds to the second level. The combined slope is related to the lateral slope and the longitudinal slope, and the second gradient threshold is less than the first gradient threshold.

15. The apparatus according to claim 14, characterized in that, The warning notification modality includes sound, the loudness, frequency, or content of which is used to indicate the severity of the rollover risk; and / or The warning prompt modality includes an interface prompt, the display style of which is used to indicate the severity of the rollover risk.

16. The apparatus according to claim 15, characterized in that, The device is also used for: When the severity of the rollover risk is detected to correspond to the second level, or when the vehicle is in a rollover state and the drive torque is determined, the warning prompt includes a voice prompt to the driver to release the accelerator pedal.

17. The apparatus according to any one of claims 10-16, characterized in that, The device is also used for: When the vehicle is determined to be in a rollover-completed state based on the vehicle's status data, the vehicle's disability assistance system is activated to assist in ensuring the safety of the driver and passengers.

18. The apparatus according to claim 17, characterized in that, The driver disability assistance system is used to perform at least one of the following operations: Cut off the high-voltage current to the vehicle, shut off the fuel supply to the vehicle, start the oxygen generator, or activate the external voice system.

19. A controller, characterized in that, The controller includes a processor and a memory, the memory being used to store computer instructions, and the processor being used to invoke the computer instructions stored in the memory to cause the controller to perform the method according to any one of claims 1-9.

20. A vehicle, characterized in that, The terminal includes the vehicle control device according to any one of claims 10-18, or the controller according to claim 19.

21. A computer-readable storage medium, characterized in that, The computer-readable storage medium is used to store computer program instructions that, when executed by a processor, cause a device including a processor to perform the method according to any one of claims 1-9.

22. A computer program product comprising computer program instructions, characterized in that, When the computer program instructions are executed by a processor, the apparatus including the processor performs the method according to any one of claims 1-9.

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