Vehicle in-situ longitudinal bounce control method and related device

Abstract

The invention provides a vehicle in-situ longitudinal bounce control method and a related device, and relates to the technical field of vehicles. According to the vehicle in-situ longitudinal bounce control method, multi-dimensional static verification is conducted on a vehicle through vehicle body posture parameters, operation state parameters, vehicle running parameters and seat state signals, and only when the vehicle meets in-situ longitudinal bounce conditions and an in-situ longitudinal bounce control instruction generated by a user on the basis of an interactive interface is received, the in-situ longitudinal bounce control instruction is received. The vehicle is enabled and controlled to execute in-situ longitudinal bouncing operation, it is ensured that the in-situ longitudinal bouncing function of the vehicle is started only when the vehicle is in a safe state, and operation safety and operation reliability are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method and device for controlling the longitudinal bounce of a vehicle in place. Background Technology

[0002] In the development of the automotive industry, chassis technology, as a key area determining the core performance of a vehicle, directly impacts the user's driving experience and travel safety through its handling, comfort, and safety, and has always been a key focus of automotive technology research and development. With the continuous upgrading of the automotive consumer market, consumers' demands for diversified and personalized vehicle functions are becoming increasingly prominent. They not only require vehicles to possess traditional transportation functions but also expect them to have a stationary vertical jump capability. This function not only helps vehicles autonomously extricate themselves from specific complex road conditions (such as shallow potholes no more than 150mm deep or low obstacles no more than 80mm high causing tire jams) but also meets the needs of extreme driving demonstrations (such as professional drivers performing stunts) and obstacle avoidance in special road conditions (such as dealing with sudden protrusions on the road), further expanding the vehicle's usability.

[0003] In related technologies, an accumulator-damper coordinated control method is typically used to control the longitudinal bounce of a vehicle in place. Specifically, an accumulator (mostly a hydraulic accumulator) is used as the main energy storage component. The accumulator is pre-charged to a set pressure via a hydraulic system. When the vehicle needs to perform a longitudinal bounce in place, the accumulator is controlled to quickly release the stored hydraulic energy. At the same time, the damper is linked to adjust its damping coefficient and extension stroke. Through the coordinated action of the energy output of the accumulator and the attitude assistance of the damper, the longitudinal bounce power is provided for the vehicle body to be lifted, thus realizing the automatic longitudinal bounce of the vehicle.

[0004] However, the inventors discovered that the above-mentioned method of using an accumulator-shock absorber coordinated control to control the vehicle's longitudinal bounce in place has a problem of low operational safety. Summary of the Invention

[0005] This application provides a method and related device for controlling the longitudinal bounce of a vehicle in place, in order to solve the problem of low operational safety in the related technology that uses an accumulator-shock absorber coordinated control method to control the longitudinal bounce of a vehicle in place.

[0006] In a first aspect, this application provides a vehicle in-situ longitudinal pop-up control method, comprising: acquiring vehicle status signals and seat status signals, the vehicle status signals including vehicle body posture parameters, operation status parameters, and vehicle operation parameters; performing multi-dimensional static verification on the vehicle based on the vehicle body posture parameters, operation status parameters, vehicle operation parameters, and seat status signals to determine whether the vehicle meets the in-situ longitudinal pop-up conditions; generating an enable signal in response to the vehicle meeting the in-situ longitudinal pop-up conditions and receiving an in-situ longitudinal pop-up control command, the in-situ longitudinal pop-up control command being generated when the user interacts with the in-situ longitudinal pop-up control in the vehicle's interactive interface; and enabling and controlling the vehicle to perform the in-situ longitudinal pop-up operation in response to the enable signal.

[0007] In one possible implementation, the vehicle stationary longitudinal bounce control method further includes: responding to the vehicle meeting the stationary longitudinal bounce conditions and not receiving a stationary longitudinal bounce control command, outputting stationary longitudinal bounce ready status information to the interactive interface.

[0008] In one possible implementation, the vehicle stationary longitudinal bounce control method further includes: responding to the vehicle not meeting the stationary longitudinal bounce conditions by outputting stationary longitudinal bounce not ready status information and fault prompt information to the interactive interface, wherein the fault prompt information is used to prompt the user about the fault type in which the vehicle does not meet the stationary longitudinal bounce conditions.

[0009] In one possible implementation, the vehicle undergoes multi-dimensional static verification based on vehicle posture parameters, operating state parameters, vehicle operation parameters, and seat status signals to determine whether the vehicle meets the in-situ longitudinal bounce condition. This includes: performing static verification on the vehicle posture parameters, operating state parameters, vehicle operation parameters, and seat status signals respectively to determine whether they meet the corresponding preset enabling conditions; if all of these conditions are met, the vehicle meets the in-situ longitudinal bounce condition; if any one of these conditions fails to meet the corresponding preset enabling condition, the vehicle does not meet the in-situ longitudinal bounce condition.

[0010] In one possible implementation, responding to an enable signal to enable and control the vehicle to perform a stationary longitudinal pop-up operation includes: responding to an enable signal to enable the stationary longitudinal pop-up function to start, and controlling the vehicle to perform a stationary longitudinal pop-up operation based on a height closed-loop control mode; or responding to an enable signal to enable the stationary longitudinal pop-up function to start, and controlling the vehicle to perform a stationary longitudinal pop-up operation based on a time open-loop control mode.

[0011] In one possible implementation, during the process of controlling the vehicle to perform a stationary longitudinal bounce operation, the vehicle stationary longitudinal bounce control method further includes: real-time monitoring of operation signals, including accelerator pedal opening signals and brake pedal depressing signals; generating an operation interruption command in response to the monitored operation signals; and controlling the vehicle to terminate the stationary longitudinal bounce operation according to the operation interruption command.

[0012] In one possible implementation, during the process of controlling the vehicle to perform a stationary longitudinal bounce operation, the vehicle stationary longitudinal bounce control method further includes: outputting the status information of the stationary longitudinal bounce execution to the interactive interface.

[0013] Secondly, this application provides a vehicle stationary longitudinal bounce control system, including: an enabling module and an execution module;

[0014] The enable module is used to perform multi-dimensional static verification of the vehicle based on the received vehicle posture parameters, operation status parameters, vehicle operation parameters and seat status signals, to determine whether the vehicle meets the conditions for longitudinal bounce in place, and to generate an enable signal and send an enable signal to the execution module in response to the vehicle meeting the conditions for longitudinal bounce in place and receiving the longitudinal bounce in place control command.

[0015] The execution module is used to respond to the enable signal, enable and control the vehicle to perform a longitudinal bounce operation in place.

[0016] Thirdly, this application provides an electronic device, including: a processor and a memory communicatively connected to the processor; the memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory to implement the vehicle stationary longitudinal bounce control method provided in the first aspect above.

[0017] Fourthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the vehicle in-situ longitudinal bounce control method provided in the first aspect above.

[0018] Fifthly, this application provides a computer program product, comprising: a computer program that, when executed by a processor, implements the vehicle stationary longitudinal bounce control method provided in the first aspect above.

[0019] The vehicle stationary longitudinal pop-up control method and related apparatus provided in this application acquire vehicle body posture parameters, operating state parameters, vehicle operation parameters, and seat state signals. Based on these parameters, the method performs multi-dimensional static verification of the vehicle to determine if it meets the stationary longitudinal pop-up conditions. Upon receiving a stationary longitudinal pop-up control command, the method generates an enable signal and then enables and controls the vehicle to perform the stationary longitudinal pop-up operation. The stationary longitudinal pop-up control command is generated when the user interacts with the stationary longitudinal pop-up control on the vehicle's interface. This application, by performing multi-dimensional static verification of the vehicle body posture parameters, operating state parameters, vehicle operation parameters, and seat state signals, and enabling and controlling the vehicle to perform the stationary longitudinal pop-up operation only when the vehicle meets the stationary longitudinal pop-up conditions and receives a user-generated stationary longitudinal pop-up control command based on the interface, ensures that the stationary longitudinal pop-up function is only activated when the vehicle is in a safe state, thus improving operational safety and reliability. Attached Figure Description

[0020] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0021] Figure 1 This is a schematic diagram of the vehicle in-situ longitudinal bounce control system provided in an embodiment of this application;

[0022] Figure 2 A flowchart illustrating the vehicle in-situ longitudinal bounce control method provided in this application embodiment. Figure 1 ;

[0023] Figure 3 A flowchart illustrating the vehicle in-situ longitudinal bounce control method provided in this application embodiment. Figure 2 ;

[0024] Figure 4 This is a schematic diagram illustrating the working principle of the fully active suspension during the squatting control phase, as provided in an embodiment of this application.

[0025] Figure 5 A schematic diagram illustrating the working principle of the fully active suspension during the longitudinal bounce control phase, provided in an embodiment of this application;

[0026] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0027] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0028] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0029] In daily vehicle use, traditional vehicles often rely on external assistance when facing special road conditions such as getting stuck in shallow potholes or having tires stuck on low obstacles. The on-the-spot longitudinal lift function, however, can instantly release strong power through the suspension to lift and lower the vehicle, using inertia to help it extricate itself from difficult situations, significantly enhancing its adaptability to complex road conditions. Furthermore, in extreme driving situations, professional drivers or car enthusiasts can use the on-the-spot longitudinal lift function to perform highly entertaining maneuvers, satisfying personalized driving needs. Additionally, when the vehicle is on static display, the on-the-spot longitudinal lift function can visually showcase the vehicle's technological prowess, becoming a core identifier of the brand's technological image.

[0030] The vehicle's ability to bounce vertically from a standstill is not achieved through a single technological breakthrough, but rather through the deep collaboration of advanced technologies in multiple fields, including active suspension, digital chassis, high-precision sensors, intelligent control algorithms, and efficient power output systems. This reflects the cutting-edge level and future development trend of the current automotive technology field.

[0031] In related technologies, an accumulator-shock absorber coordinated control method is commonly used to control the longitudinal bounce of a vehicle in place. However, this accumulator-shock absorber coordinated control method only focuses on longitudinal bounce dynamic parameters such as stored energy when controlling the longitudinal bounce of the vehicle in place, and does not perform static verification on the static state of the vehicle, such as the seat belt and the closed state of the door, which has the problem of low operational safety.

[0032] Based on the problems existing in related technologies, the embodiments of this application perform multi-dimensional static verification of the vehicle by measuring vehicle posture parameters, operation status parameters, vehicle operation parameters and seat status signals. The vehicle is enabled and controlled to perform the longitudinal jump operation only when it meets the conditions for longitudinal jump and receives the longitudinal jump control command generated by the user based on the interactive interface. This ensures that the longitudinal jump function of the vehicle is only activated when the vehicle is in a safe state, thereby improving operational safety and reliability.

[0033] The application scenarios of the embodiments of this application will be described below first.

[0034] The vehicle longitudinal bounce control method provided in this application is applicable to the autonomous extrication of vehicles in complex road conditions. For example, when a vehicle is stuck due to shallow potholes or low obstacles (such as stones or curbs), causing the tires to be unable to rotate normally, the vehicle longitudinal bounce control method provided in this application can enable the vehicle to extricate itself autonomously. The vehicle longitudinal bounce control method provided in this application is also applicable to extreme driving and performance. For example, professional drivers or car enthusiasts can use the vehicle longitudinal bounce control method provided in this application to complete difficult jumping actions (such as leaps and flips), satisfying personalized driving experience needs, while enhancing the vehicle's aesthetic appeal and technical display value. The vehicle longitudinal bounce control method provided in this application is also applicable to static displays. For example, in a static vehicle display scenario, the vehicle longitudinal bounce function can intuitively demonstrate the vehicle's chassis technology capabilities, becoming a core identifier of the brand's technical image.

[0035] The following is combined with Figure 1 First, the vehicle stationary longitudinal bounce control system provided in the embodiments of this application will be described in detail.

[0036] Figure 1 This is a schematic diagram of the vehicle in-situ longitudinal bounce control system provided in an embodiment of this application. Figure 1 As shown, the vehicle's stationary longitudinal bounce control system includes an enabling module and an execution module. The execution module includes a control mode selection unit and an execution unit.

[0037] The enable module is used to perform multi-dimensional static verification of the vehicle based on the received vehicle posture parameters, operation status parameters, vehicle operation parameters and seat status signals, to determine whether the vehicle meets the conditions for longitudinal bounce in place, and to generate an enable signal and send an enable signal to the execution module in response to the vehicle meeting the conditions for longitudinal bounce in place and receiving the longitudinal bounce in place control command.

[0038] The execution module is used to respond to the enable signal, enable and control the vehicle to perform a longitudinal bounce operation in place.

[0039] For example, the execution module responds to the enable signal to enable the vehicle to start longitudinally lifting in place, and selects the control mode for controlling the vehicle to perform longitudinally lifting in place based on the control mode selection unit, such as height closed-loop control mode or time open-loop control mode. Finally, the execution unit executes the longitudinally lifting operation of the vehicle in place based on the execution logic corresponding to the selected control mode to complete the longitudinally lifting action of the vehicle in place.

[0040] For example, the control mode selection unit can switch between altitude closed-loop control mode and time open-loop control mode based on calibration parameters. The calibration parameters can be 0 and 1. For example, if the calibration parameter is 0, the control mode selection unit switches to altitude closed-loop control mode; if the calibration parameter is 1, the control mode selection unit switches to time open-loop control mode.

[0041] For example, the default control mode set by the control mode selection unit can be a highly closed-loop control mode.

[0042] For example, the actuator can be the suspension actuator of a vehicle.

[0043] For example, the vehicle's suspension could be a fully active suspension.

[0044] For example, the execution module may also include a parameter calculation unit (not shown) for calculating the corresponding operation parameters during the longitudinal bouncing operation of the vehicle in place.

[0045] like Figure 1 As shown, the enabling module can also interact with the vehicle's interface via a communication bus.

[0046] For example, the interactive interface can be a vehicle infotainment display screen.

[0047] For example, the interactive interface includes a vertical pop-up control.

[0048] In one possible implementation, when the vehicle needs to activate the stationary longitudinal pop-up function, the user can activate the stationary longitudinal pop-up control set in the interactive interface to make the vehicle system generate a stationary longitudinal pop-up control command and send the stationary longitudinal pop-up control command to the enable module. When the enable module responds to the vehicle meeting the stationary longitudinal pop-up conditions, it generates an enable signal and sends the enable signal to the execution module, so that the execution module responds to the enable signal, enables and controls the vehicle to perform the stationary longitudinal pop-up operation.

[0049] For example, the enabling module can also output status information to the interactive interface, such as ready for vertical jump in place, executed vertical jump in place, not ready for vertical jump in place, and fault prompts corresponding to not ready for vertical jump in place.

[0050] like Figure 1As shown, the enabling module may integrate a delay control unit. This delay control unit is used to execute waiting logic for a preset duration after the user generates a trigger command for vertical jump control through the operation interface, so as to realize the timing control of subsequent operations.

[0051] For example, the delay control unit supports interrupt response, that is, during the execution of waiting logic, the vehicle can switch functions, such as switching the vehicle's stationary longitudinal pop-up function to other vehicle functions.

[0052] In one possible implementation, in response to the "ready to pop up vertically" status information output by the enable module displayed in the interactive interface, the user can generate an "execute in-place vertical pop-up" command by acting on the control corresponding to the "ready to pop up vertically" status information in the interactive interface, and send the "execute in-place vertical pop-up" command to the enable module. The delay control unit in the enable module responds to the "execute in-place vertical pop-up" command and executes the waiting logic according to the preset duration to achieve timing control of subsequent operations.

[0053] For example, the preset duration can be 2 seconds. This application does not limit the preset duration; it can be determined based on actual application requirements.

[0054] The following is based on Figure 1 The vehicle stationary longitudinal bounce control system shown is the execution subject. The vehicle stationary longitudinal bounce control method provided in this application will be described in detail with reference to specific embodiments.

[0055] Figure 2 A flowchart illustrating the vehicle in-situ longitudinal bounce control method provided in this application embodiment. Figure 1 .like Figure 2 As shown, the implementation of this vehicle's in-situ longitudinal bounce control method may include the following steps:

[0056] S201, acquire the vehicle status signal and seat status signal of the vehicle, the vehicle status signal including vehicle body posture parameters, operation status parameters and vehicle operation parameters.

[0057] For example, the vehicle can be a new energy vehicle with a longitudinal spring-loaded function.

[0058] For example, vehicle attitude parameters include vehicle pitch and roll. In this step, the vehicle's pitch and roll angles can be acquired in real time using a six-axis gyroscope integrated into the vehicle.

[0059] For example, the operating status parameters include pedal status, door status, hood status, trunk lid status, and gear status. Among them, pedal status can include accelerator pedal status and brake pedal status.

[0060] For example, the accelerator pedal state can be either the accelerator pedal released or the accelerator pedal is open, and the brake pedal state can be either the brake pedal released or the brake pedal is depressed. In this step, the accelerator pedal state can be acquired using an accelerator pedal position sensor integrated into the vehicle, and the brake pedal state can be acquired using a brake pedal travel sensor integrated into the vehicle.

[0061] For example, the door status can be the status of all doors of the vehicle, such as all doors being closed, all doors being open, some doors being open, and some doors being closed. In this step, the opening and closing status of the doors can be collected by the door control switches, such as Hall sensors, integrated into the vehicle to obtain the door status.

[0062] For example, the hood status can be either hood closed or hood open. In this step, the hood status can be obtained by collecting the hood's opening and closing state through a door control switch integrated into the vehicle, such as a Hall sensor.

[0063] For example, the trunk lid status can be either closed or open. In this step, the open / closed state of the trunk lid can be obtained by collecting the data from the door control switch corresponding to the trunk lid integrated in the vehicle, such as a Hall sensor.

[0064] For example, the gear position can be P, neutral, drive, or reverse. This step can be achieved through the coordinated action of the gear position switch (or gear position sensor) integrated into the vehicle and the transmission control unit (TCU).

[0065] For example, vehicle operating parameters include vehicle speed, the temperature of multiple drive motor windings, and the state of charge (SOC) of the battery.

[0066] For example, vehicle speed can be obtained through wheel speed sensors integrated into the vehicle.

[0067] For example, the number of drive motors in a vehicle can be four, meaning that each wheel in the vehicle is equipped with one drive motor.

[0068] For example, the temperatures of multiple drive motor windings can be acquired using an NTC (Negative Temperature Coefficient Sensor) integrated into the vehicle.

[0069] S202 performs multi-dimensional static verification of the vehicle based on vehicle posture parameters, operating status parameters, vehicle operation parameters, and seat status signals to determine whether the vehicle meets the conditions for longitudinal bouncing off the spot.

[0070] For example, multi-dimensional static verification determines whether a vehicle is in a static state from multiple dimensions.

[0071] For example, the in-situ longitudinal bounce condition occurs even when the vehicle is static and in a safe state.

[0072] In this step, the enabling module performs a multi-dimensional static check on the vehicle based on vehicle posture parameters, operating status parameters, vehicle operation parameters, and seat status signals. Specifically, it determines whether the vehicle is in a static state based on the vehicle posture parameters, operating status parameters, and vehicle operation parameters, and determines whether there are passengers in the vehicle and whether the seat buckles of the passengers' seats are closed and locked through the seat status signals, thereby determining the safety of the passengers in the vehicle. If the vehicle is determined to be in a static state based on the vehicle posture parameters, operating status parameters, and vehicle operation parameters, and the seat buckles of the passengers' seats are closed and locked through the seat status signals, the vehicle is determined to meet the in-situ longitudinal bounce condition. If the vehicle is not in a static state based on the vehicle posture parameters, operating status parameters, and vehicle operation parameters, and / or the seat buckles of the passengers' seats are not fastened through the seat status signals, the vehicle is determined not to meet the in-situ longitudinal bounce condition.

[0073] S203, in response to the vehicle meeting the conditions for longitudinal spring-up and receiving the longitudinal spring-up control command, generates an enable signal. The longitudinal spring-up control command is generated when the user interacts with the longitudinal spring-up control in the vehicle's interface.

[0074] In this step, when the enabling module determines that the vehicle meets the conditions for longitudinal lift-up and receives the longitudinal lift-up control command sent through the vehicle system, it generates an enabling signal to enable the vehicle's longitudinal lift-up function, so that the execution module controls the vehicle to perform the longitudinal lift-up control operation.

[0075] S204 responds to the enable signal, enabling and controlling the vehicle to perform a longitudinal bounce operation in place.

[0076] In this step, the execution module responds to the enable signal sent by the enable module, enables the vehicle's stationary longitudinal bounce function, and controls the vehicle to perform the stationary longitudinal bounce control operation.

[0077] Optionally, in this step, while enabling and controlling the vehicle to perform the stationary longitudinal bounce operation, the enabling module can also output the status information of the stationary longitudinal bounce execution to the interactive interface, so as to provide real-time feedback to the user on the execution status of the vehicle's stationary longitudinal bounce.

[0078] In this embodiment, the vehicle undergoes multi-dimensional static verification by analyzing vehicle posture parameters, operation status parameters, vehicle operating parameters, and seat status signals. The vehicle is enabled and controlled to perform the longitudinal jump operation only when it meets the conditions for longitudinal jump and receives a longitudinal jump control command generated by the user based on the interactive interface. This ensures that the longitudinal jump function is activated only when the vehicle is in a safe state, thereby improving operational safety, operational reliability, and user experience, such as passenger comfort and safety.

[0079] Optionally, the vehicle longitudinal bounce control method provided in this application embodiment further includes: responding to the vehicle meeting the longitudinal bounce conditions and not receiving a longitudinal bounce control command, outputting longitudinal bounce ready status information to the interactive interface.

[0080] It is understood that in the vehicle longitudinal pop-up control method provided in this application embodiment, the enabling module monitors in real time whether the vehicle meets the conditions for longitudinal pop-up based on the vehicle body posture parameters, operation status parameters, vehicle operation parameters and seat status signals collected in real time. When the vehicle meets the conditions for longitudinal pop-up, it further determines whether a longitudinal pop-up control command indicated by the user has been received. When a longitudinal pop-up control command indicated by the user is received, an enabling signal is generated to enable and control the vehicle to perform the longitudinal pop-up operation. When no longitudinal pop-up control command indicated by the user is received, the system outputs the status information of longitudinal pop-up ready to the interactive interface to prompt the user that the current vehicle status meets the conditions for longitudinal pop-up and can be controlled to perform the longitudinal pop-up operation.

[0081] In this embodiment, by responding to the vehicle meeting the conditions for stationary longitudinal pop-up but not receiving a stationary longitudinal pop-up control command, the system disables and controls the vehicle to perform the stationary longitudinal pop-up operation, thereby improving operational safety. Furthermore, by outputting the status information of stationary longitudinal pop-up readiness to the interactive interface, the system prompts the user that the current vehicle status meets the conditions for stationary longitudinal pop-up, and the system can control the execution of the stationary longitudinal pop-up operation, thereby improving the user experience.

[0082] Optionally, the vehicle stationary longitudinal bounce control method provided in this application embodiment further includes: responding to the vehicle not meeting the stationary longitudinal bounce conditions, outputting stationary longitudinal bounce not ready status information and fault prompt information to the interactive interface, wherein the fault prompt information is used to prompt the user about the fault type in which the vehicle does not meet the stationary longitudinal bounce conditions.

[0083] The method for determining whether a vehicle meets the condition for longitudinal bouncing in place is similar to that described above, and will not be repeated here.

[0084] For example, the fault message may be that the left front door is not closed, the hood is not closed, the accelerator pedal is open, or the brake pedal is depressed.

[0085] In this embodiment, by responding to the vehicle not meeting the conditions for longitudinal springing up in place, the vehicle is not enabled and controlled to perform longitudinal springing up in place, thereby improving operational safety; furthermore, by outputting status information and fault prompt information indicating that longitudinal springing up in place is not ready to the interactive interface, the user is prompted with the fault type that the vehicle does not meet the conditions for longitudinal springing up in place, which is convenient for quickly and accurately locating the fault type that the vehicle does not meet the conditions for longitudinal springing up in place.

[0086] The following is combined with Figure 3 The specific implementation method of step S202, which involves performing multi-dimensional static verification of the vehicle based on vehicle posture parameters, operation status parameters, vehicle operation parameters, and seat status signals to determine whether the vehicle meets the conditions for longitudinal bounce in place, is explained in detail.

[0087] Figure 3 A flowchart illustrating the vehicle in-situ longitudinal bounce control method provided in this application embodiment. Figure 2 .like Figure 3 As shown, a specific implementation of the vehicle's stationary longitudinal bounce control method, which performs multi-dimensional static verification of the vehicle based on vehicle posture parameters, operating state parameters, vehicle operating parameters, and seat state signals to determine whether the vehicle meets the stationary longitudinal bounce conditions, may include the following steps:

[0088] S301 performs static verification on the vehicle body attitude parameters, operating status parameters, vehicle operation parameters, and seat status signals to determine whether the vehicle body attitude parameters, operating status parameters, vehicle operation parameters, and seat status signals meet the corresponding preset enabling conditions.

[0089] The vehicle body attitude parameters, operating status parameters, and vehicle operation parameters are similar to those described above and will not be repeated here.

[0090] For example, the seat status signal includes a seat occupancy signal and a seat belt status signal. The seat occupancy signal can indicate whether the seat is occupied or not; the seat belt status signal can be the seat belt buckle signal corresponding to each seat.

[0091] For example, when a passenger is detected in the seat, the seat occupancy signal is determined to be occupied, and when no passenger is detected in the seat, the seat occupancy signal is determined to be unoccupied.

[0092] For example, seat occupancy signals can be acquired using pressure sensors integrated into the vehicle.

[0093] For example, the seat belt status signal can be acquired by a mechanical contact switch or Hall sensor integrated into the vehicle's seat belt buckle.

[0094] For example, the preset enabling conditions corresponding to the vehicle attitude parameters can be that the vehicle pitch angle is less than a preset pitch angle threshold and the vehicle roll angle is less than a preset roll angle threshold.

[0095] For example, the preset enabling conditions corresponding to the operation state parameters can be that the accelerator pedal is in the released state, the brake pedal is in the released state, all doors of the vehicle are in the closed state, the hood is in the closed state, the trunk lid is in the closed state, and the gear is in P or neutral.

[0096] For example, the preset enabling conditions corresponding to the vehicle operating parameters can be that the vehicle speed is less than a preset vehicle speed threshold, the temperature of multiple drive motor windings is less than a preset temperature threshold, and the battery SOC is greater than a preset SOC threshold.

[0097] For example, the preset enable condition corresponding to the seat status signal can be that for a seat whose seat occupancy signal is "seat occupied", the corresponding seat belt status signal is "seat belt buckle is closed and locked".

[0098] The static verification methods for vehicle body posture parameters, operating status parameters, vehicle operation parameters, and seat status signals are explained in detail below.

[0099] 1) One possible way to perform static verification of the vehicle body attitude parameters to determine whether the vehicle body attitude parameters meet the preset enable conditions corresponding to the vehicle body attitude parameters is as follows:

[0100] Determine whether the vehicle pitch angle is less than a preset pitch angle threshold and whether the vehicle roll angle is less than a preset roll angle threshold. When both the vehicle pitch angle and the vehicle roll angle are less than the preset roll angle threshold, determine whether the vehicle attitude parameters meet the preset enable conditions corresponding to the vehicle attitude parameters.

[0101] For example, the preset pitch angle threshold can be 1°, and the preset roll angle threshold can be 1°. The preset pitch angle threshold and the preset roll angle threshold are calibration values. This application embodiment does not limit the specific size of the preset pitch angle threshold and the preset roll angle threshold, but can be determined according to the actual application requirements.

[0102] For example, in the embodiments of this application, the preset pitch angle threshold and the preset roll angle threshold can be modified by parameters of the vehicle electronic control unit (ECU).

[0103] It should be noted that during the process of controlling the vehicle to perform a stationary longitudinal bounce operation, the vehicle body attitude parameters are no longer subject to real-time static verification. If, during the process of controlling the vehicle to perform a stationary longitudinal bounce operation, the vehicle pitch angle is greater than or equal to a preset pitch angle threshold, and / or the vehicle roll angle is greater than or equal to a preset roll angle threshold, the vehicle will still continue to perform the stationary longitudinal bounce operation.

[0104] 2) One possible implementation of statically validating the operation status parameters to determine whether they meet the preset enable conditions is as follows:

[0105] Regarding the pedal state, if the accelerator pedal is detected to be in a released state and the brake pedal is detected to be in a released state, it is determined that the pedal state meets the preset enabling condition. If the accelerator pedal is detected to be in an open state and / or the brake pedal is detected to be in a depressed state, it is determined that the pedal state does not meet the preset enabling condition.

[0106] Regarding the door status, if all doors of the vehicle are detected to be closed, the door status is determined to meet the preset enabling conditions; if at least one door is detected to be open, the door status is determined not to meet the preset enabling conditions.

[0107] Regarding the hood status, if the hood is detected to be closed, it is determined that the hood status meets the preset enabling conditions; if the hood is detected to be open, it is determined that the hood status does not meet the preset enabling conditions.

[0108] Regarding the trunk lid status, if the trunk lid is detected to be closed, it is determined that the trunk lid status meets the preset enabling conditions; if the trunk lid is detected to be open, it is determined that the trunk lid status does not meet the preset enabling conditions.

[0109] Regarding gear position, if the gear is detected to be in P or neutral, it is determined that the gear position meets the preset enabling conditions; if the gear is detected to be in drive or reverse, it is determined that the gear position does not meet the preset enabling conditions.

[0110] In this step, if the pedal state, door state, hood state, trunk lid state, and gear position state all meet the preset enabling conditions, it is determined that the operation state meets the preset enabling conditions corresponding to the operation state; if any of the pedal state, door state, hood state, trunk lid state, and gear position state does not meet the preset enabling conditions, it is determined that the operation state does not meet the preset enabling conditions corresponding to the operation state.

[0111] 3) One possible way to perform static verification of vehicle operating parameters to determine whether the vehicle operating parameters meet the preset enabling conditions corresponding to the vehicle operating parameters is as follows:

[0112] Regarding vehicle speed, if the vehicle speed calculated from the wheel speed signal is less than a preset vehicle speed threshold, it is determined that the vehicle speed meets the preset enabling condition; if the vehicle speed calculated from the wheel speed signal is greater than or equal to the preset vehicle speed threshold, it is determined that the vehicle speed does not meet the preset enabling condition. For example, the preset vehicle speed threshold can be 1 km / h, which is the threshold for determining the vehicle's stationary state.

[0113] Regarding the temperature of multiple drive motor windings, if the temperature of the drive motor winding corresponding to each wheel in the vehicle is detected to be lower than a preset temperature threshold, it is determined that the temperature of multiple drive motor windings meets the preset enabling condition. If the temperature of the drive motor winding corresponding to at least one wheel in the vehicle is detected to be greater than or equal to the preset temperature threshold, it is determined that the temperature of multiple drive motor windings does not meet the preset enabling condition. For example, the preset temperature threshold can be 90°C. By limiting the temperature of multiple drive motor windings to less than 90°C, this embodiment of the application can avoid triggering thermal protection during the process of controlling the vehicle to perform longitudinal spring-like maneuvers in place, thereby improving operational safety.

[0114] Regarding battery SOC, when the battery SOC is greater than a preset SOC threshold, it is determined that the battery SOC meets the preset enabling condition; when the battery SOC is less than or equal to the preset SOC threshold, it is determined that the battery SOC does not meet the preset enabling condition. For example, the preset SOC threshold can be 20%. Compared to the problem of insufficient suspension power in traditional related technologies, this embodiment, by limiting the battery SOC to be greater than 20%, can avoid the problem of insufficient power in the execution units such as the suspension actuators in the execution module due to excessively low battery SOC.

[0115] In this step, if the vehicle speed, the temperature of multiple drive motor windings, and the battery SOC all meet the preset enabling conditions, it is determined that the vehicle operating parameters meet the preset enabling conditions corresponding to the vehicle operating parameters; if any one of the vehicle speed, the temperature of multiple drive motor windings, and the battery SOC does not meet the preset enabling conditions, it is determined that the vehicle operating parameters do not meet the preset enabling conditions corresponding to the vehicle operating parameters.

[0116] 4) One possible way to perform static verification on the seat status signal to determine whether the seat status signal meets the preset enable conditions corresponding to the seat status signal is as follows:

[0117] The system detects the seat occupancy signals for each seat in the vehicle. For seats where the occupancy signal indicates that the seat is occupied, if the corresponding seatbelt status signal indicates that the seatbelt buckle is closed and locked, the system determines that the seat status signal meets the preset enable conditions. For seats where the occupancy signal indicates that the seat is occupied, if the corresponding seatbelt status signal indicates that the seatbelt buckle is not closed or not locked, the system determines that the seat status signal does not meet the preset enable conditions.

[0118] It is understood that, in this embodiment of the application, the static verification of the seat status signal only detects the seat belt status signal of a seat with occupants, and does not need to detect the seat belt status signal of an unoccupied seat.

[0119] S302, if the vehicle body posture parameters, operation status parameters, vehicle operation parameters and seat status signals all meet the corresponding preset enable conditions, then it is determined that the vehicle meets the condition for longitudinal bouncing in place.

[0120] S303, if any of the vehicle body posture parameters, operating status parameters, vehicle operation parameters, and seat status signals does not meet the corresponding preset enabling conditions, then it is determined that the vehicle does not meet the condition for longitudinal bouncing up from the spot.

[0121] In this embodiment, the vehicle is subjected to multi-dimensional static verification by measuring vehicle posture parameters, operation status parameters, vehicle operation parameters, and seat status signals to determine whether the vehicle meets the conditions for longitudinal bounce in place. The vehicle is enabled and controlled to perform longitudinal bounce in place only when the conditions for longitudinal bounce in place are met, thereby improving operational safety and reliability.

[0122] Optionally, one possible implementation of step S204, which responds to the enable signal, enables and controls the vehicle to perform a stationary longitudinal bounce operation, is as follows: responding to the enable signal, enabling the stationary longitudinal bounce function to start, and controlling the vehicle to perform a stationary longitudinal bounce operation based on a height closed-loop control mode; or responding to the enable signal, enabling the stationary longitudinal bounce function to start, and controlling the vehicle to perform a stationary longitudinal bounce operation based on a time open-loop control mode.

[0123] In some embodiments, in response to an enable signal, the stationary longitudinal pop-up function is enabled, and the vehicle is controlled to perform the stationary longitudinal pop-up operation based on a height closed-loop control mode; in other embodiments, in response to an enable signal, the stationary longitudinal pop-up function is enabled, and the vehicle is controlled to perform the stationary longitudinal pop-up operation based on a time open-loop control mode.

[0124] For example, both the height-closed-loop control mode and the time-open-loop control mode are staged control modes. Based on the height-closed-loop control mode, one possible implementation for controlling the vehicle to perform a stationary longitudinal jump operation is: controlling the vehicle to perform the stationary longitudinal jump operation in stages based on the control stages included in the height-closed-loop control mode; similarly, based on the time-open-loop control mode, another possible implementation for controlling the vehicle to perform a stationary longitudinal jump operation is: controlling the vehicle to perform the stationary longitudinal jump operation in stages based on the control stages included in the time-open-loop control mode.

[0125] The following sections will provide detailed explanations of the highly closed-loop control mode and the time-open-loop control mode.

[0126] 1) The height closed-loop control mode includes five control stages, namely the crouching control stage, the longitudinal bounce control stage, the wheel retraction control stage, the mid-position adjustment control stage, and the reset control stage.

[0127] Specifically, the five-stage control process for controlling the vehicle's fully active suspension response in the highly closed-loop control mode is as follows:

[0128] Control Phase 1: Squat Control

[0129] Table 1 shows the relevant parameters for control phase 1.

[0130] Table 1

[0131]

[0132] As shown in Table 1, in control phase 1, the vehicle is controlled to lower its fully active suspension by 55mm. During the descent, the actual height of the fully active suspension is collected in real time by a height displacement sensor. Furthermore, the absolute difference between the actual height of the fully active suspension and the desired descent height is monitored. When the value is less than 5mm, switch control stages, i.e., switch from the current control stage 1 to control stage 2.

[0133] For example, in this control phase 1, the calibrated range of the expected descent height of the fully active suspension can be between -80mm and -30mm.

[0134] For example, as shown in Table 1, during control phase 1, when the vehicle is controlled to perform a squatting motion, the electric hydraulic pump in the fully active suspension reaches its maximum speed.

[0135] Figure 4 This is a schematic diagram illustrating the working principle of the fully active suspension during the crouching control phase, as provided in an embodiment of this application. Figure 4 As shown, during this crouching control phase, the solenoid valve in the fully active suspension is closed, the accumulator is shielded, and the electro-hydraulic oil pump enters the upper chamber as shown. Figure 4 As indicated by the middle arrow, the height of the fully active suspension decreases, compressing the springs.

[0136] Control Phase 2: Longitudinal Bounce Control

[0137] Table 2 shows the relevant parameters for control phase 2.

[0138] Table 2

[0139]

[0140] As shown in Table 2, in this control phase 2, the vehicle is controlled to raise the fully active suspension by 55mm. During the raising process, the actual height of the fully active suspension is collected in real time by a height displacement sensor. Furthermore, the absolute difference between the actual height of the fully active suspension and the desired raising height is monitored. When the value is less than 5mm, switch control stages, that is, switch from the current control stage 2 to control stage 3.

[0141] For example, in this control phase 2, the calibrated range of the expected lift height of the fully active suspension can be between +30mm and +100mm.

[0142] For example, as shown in Table 2, during the longitudinal bounce of the vehicle in control phase 2, the power of the electric hydraulic pump in the fully active suspension reaches its maximum value.

[0143] Figure 5 This is a schematic diagram illustrating the working principle of the fully active suspension during the longitudinal bounce control phase, as provided in an embodiment of this application. Figure 5 As shown, during this longitudinal rebound control phase, the solenoid valve in the fully active suspension is closed, the accumulator is shielded, and the electro-hydraulic oil pump enters the lower chamber as follows. Figure 4 As indicated by the middle arrow, the height of the fully active suspension increases, releasing the spring force.

[0144] Control Phase 3: Wheel Retraction Control

[0145] Table 3 shows the relevant parameters for control stage 3.

[0146] Table 3

[0147]

[0148] As shown in Table 3, in this control phase 3, the vehicle is controlled to raise the fully active suspension by 10mm, and during the raising process, the actual height of the fully active suspension is collected in real time by a height displacement sensor. Furthermore, the absolute difference between the actual height of the fully active suspension and the desired raising height is monitored. When the value is less than 5mm, switch control stages, that is, switch from the current control stage 3 to control stage 4.

[0149] For example, in this control phase 3, the calibration range of the expected lift height of the fully active suspension can be between 0 mm and +30 mm.

[0150] For example, as shown in Table 3, in this control phase 3, during the process of controlling the vehicle to squat, the speed of the electric hydraulic pump in the fully active suspension drops from its maximum value to 70% of its maximum speed in order to maintain the vehicle's ground clearance.

[0151] During this wheel-retracting control phase, the working principle of the fully active suspension is as described above. Figure 5As shown, in a fully active suspension system, the solenoid valve is closed, the accumulator is shielded, and the electro-hydraulic oil pump enters the lower chamber as follows. Figure 5 As indicated by the middle arrow, the height of the fully active suspension rises, releasing the spring force and retracting the tires.

[0152] Control Phase 4: Mid-position Adjustment Control

[0153] Table 4 shows the relevant parameters for control stage 4.

[0154] As shown in Table 4, in this control phase 4, the vehicle is controlled to raise the fully active suspension by 0mm, and during the raising process, the actual height of the fully active suspension is collected in real time by the height displacement sensor. Furthermore, the absolute difference between the actual height of the fully active suspension and the desired raising height is monitored. When the value is less than 3mm, switch control stages, that is, switch from the current control stage 4 to control stage 5.

[0155] Table 4

[0156]

[0157] For example, by controlling the vehicle to raise the fully active suspension by 0mm, the fully active suspension is brought to the neutral position.

[0158] For example, as shown in Table 4, in this control phase 4, during the process of controlling the vehicle to squat, the speed of the electric hydraulic pump in the fully active suspension drops from the maximum value to 30% of the maximum speed to reserve buffer for landing impact.

[0159] During this mid-position adjustment and control phase, the working principle of the fully active suspension is as described above. Figure 5 As shown, in a fully active suspension system, the solenoid valve is closed, the accumulator is shielded, and the electro-hydraulic oil pump enters the lower chamber as follows. Figure 5 As indicated by the middle arrow, the height of the fully active suspension increases, releasing the spring force.

[0160] Control Phase 5: Reset Control

[0161] In this control phase 5, the desired height of the fully active suspension is reset to zero, and the phase identifier is reset.

[0162] In one possible implementation, after completing control phase 4, control phase 5 is triggered after a preset delay. The preset delay can be 500 milliseconds.

[0163] 2) The time-open-loop control mode includes four control stages: squatting control stage, longitudinal bounce and stretching control stage, wheel retraction control stage, and mid-position adjustment control stage.

[0164] Specifically, the five-stage control process for controlling the vehicle's fully active suspension response in the highly closed-loop control mode is as follows:

[0165] Control Phase 1: Squatting Control Phase

[0166] The execution time for this control phase 1 is 0.1 seconds. During this control phase 1, the maximum compression of the fully active suspension is output as -55mm.

[0167] Control Phase 2: Longitudinal Springback Tension Control Phase

[0168] The execution time for this control phase 2 is 0.5 seconds. During this control phase 2, the maximum extension of the fully active suspension is output, such as +150mm.

[0169] Control Phase 3: Wheel Retraction Control Phase

[0170] The execution time for this control phase 3 is 0.3 seconds. In this control phase 3, the output wheel height is set to +100mm.

[0171] Control Phase 4: Midpoint Adjustment Control Phase

[0172] The execution time for this control phase 4 is 0.4 seconds. During this control phase 4, the maximum extension of the fully active suspension, such as 0 mm, can be output.

[0173] It should be noted that the working principle of the fully active suspension in each control stage in the time-open-loop control mode is similar to that in the height-closed-loop control mode, and will not be repeated here.

[0174] It is understood that, in the vehicle longitudinal spring-up control method provided in this application embodiment, based on the height closed-loop control mode, one possible implementation of controlling the vehicle to perform the longitudinal spring-up operation can be: controlling the vehicle to perform the longitudinal spring-up operation in stages according to five control stages: crouching control stage, longitudinal spring-up control stage, wheel retraction control stage, center position adjustment control stage, and reset control stage. The specific implementation of each control stage is similar to that described above, and will not be repeated here.

[0175] It is understood that, in the vehicle longitudinal spring-up control method provided in this application embodiment, based on the time-open-loop control mode, one possible implementation of controlling the vehicle to perform the longitudinal spring-up operation can be: controlling the vehicle to perform the longitudinal spring-up operation in stages according to four control stages: a crouching control stage, a longitudinal spring-up stretching control stage, a wheel retraction control stage, and a center position adjustment control stage. The specific implementation of each control stage is similar to that described above, and will not be repeated here.

[0176] For example, in the dual control mode switching method used in this application embodiment to control the vehicle to perform the longitudinal bounce operation, a high-precision vehicle longitudinal bounce control can be achieved by using a high-closed-loop control mode in some complex working conditions, such as when the vehicle is stuck due to shallow pits or low obstacles (such as stones or curbs) and the tires cannot rotate normally. When the vehicle is statically displayed, a time-open-loop control mode can be used to simplify the control process.

[0177] This embodiment employs a dual-control mode (height closed-loop control mode or time open-loop control mode) with staged control combined with height feedback or time parameters to achieve precise adjustment of the height of the fully active suspension, avoiding the bumps caused by unstable power output in traditional suspensions. Simultaneously, during the vehicle's stationary longitudinal lift, this embodiment closes the solenoid valve to shield the accumulator, directly controlling the suspension height via an electric hydraulic pump. This reduces reliance on the accumulator, enabling the fully active suspension to output powerful force in a very short time, achieving rapid and significant vehicle body lifting. This meets the need for rapid autonomous vehicle escape in complex road conditions and provides sufficient power and precise suspension control for the vehicle's stationary longitudinal lift, overcoming the problems of insufficient power and slow response in traditional suspensions.

[0178] Optionally, the vehicle stationary longitudinal bounce control method provided in this application embodiment further includes, during the process of controlling the vehicle to perform the stationary longitudinal bounce operation: real-time monitoring of operation signals, including accelerator pedal opening signal and brake pedal depressing signal; generating an operation interruption command in response to the monitored operation signal; and controlling the vehicle to terminate the stationary longitudinal bounce operation according to the operation interruption command.

[0179] It is understandable that during the process of controlling the vehicle to perform a stationary longitudinal jump operation, if an accelerator pedal opening signal or a brake pedal depress signal is detected, it indicates that the vehicle is not stationary. To ensure operational safety, in this embodiment, in response to the detected operation signal, an operation interruption command is generated, and according to the operation interruption command, the vehicle is controlled to terminate the stationary longitudinal jump operation, thereby improving operational safety.

[0180] Optionally, the vehicle longitudinal bounce control method provided in this application embodiment further includes, during the process of controlling the vehicle to perform the longitudinal bounce operation, outputting the status information of the longitudinal bounce execution to the interactive interface.

[0181] For example, during the process of controlling the vehicle to perform a stationary longitudinal bounce operation, the enable module outputs the status information of the stationary longitudinal bounce operation to the interactive interface.

[0182] The following are embodiments of the apparatus described in this application, which can be used to execute the embodiments of the method described in this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the method described in this application.

[0183] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 6 As shown, the electronic device 60 provided in this embodiment includes at least one processor 601 and a memory 602. Optionally, the electronic device 60 further includes a communication component 603. The processor 601, memory 602, and communication component 603 are connected via a bus 604.

[0184] In a specific implementation, at least one processor 601 executes computer execution instructions stored in memory 602, causing at least one processor 601 to perform the above-described method.

[0185] The specific implementation process of processor 601 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0186] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0187] The memory may include random access memory (RAM) and non-volatile memory (NVM), such as at least one disk storage device.

[0188] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0189] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0190] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0191] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0192] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0193] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0194] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0195] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0196] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes 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.

[0197] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0198] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A method for controlling the longitudinal bounce of a vehicle in place, characterized in that, include: Acquire vehicle status signals and seat status signals, wherein the vehicle status signals include vehicle body posture parameters, operation status parameters and vehicle operating parameters; Based on the vehicle body posture parameters, the operation status parameters, the vehicle operation parameters, and the seat status signal, a multi-dimensional static verification is performed on the vehicle to determine whether the vehicle meets the condition for longitudinal bounce in place. In response to the vehicle meeting the in-situ longitudinal pop-up condition and receiving the in-situ longitudinal pop-up control command, an enable signal is generated. The in-situ longitudinal pop-up control command is generated when the user interacts with the in-situ longitudinal pop-up control in the vehicle's interface. In response to the enable signal, enable and control the vehicle to perform a longitudinal bounce operation in place.

2. The vehicle in-situ longitudinal bounce control method according to claim 1, characterized in that, Also includes: When the vehicle meets the conditions for longitudinal launch in place and no longitudinal launch control command is received, the system outputs a status message indicating that longitudinal launch in place is ready to the interactive interface.

3. The vehicle in-situ longitudinal bounce control method according to claim 1, characterized in that, Also includes: In response to the vehicle not meeting the stationary longitudinal bounce condition, the system outputs a status message indicating that the stationary longitudinal bounce is not ready, as well as a fault prompt message, to the interactive interface. The fault prompt message is used to indicate to the user the fault type in which the vehicle does not meet the stationary longitudinal bounce condition.

4. The vehicle in-situ longitudinal bounce control method according to any one of claims 1 to 3, characterized in that, The step of performing a multi-dimensional static verification of the vehicle based on the vehicle posture parameters, the operation state parameters, the vehicle operating parameters, and the seat state signal to determine whether the vehicle meets the conditions for longitudinal bounce in place includes: Static verification is performed on the vehicle body posture parameters, the operation state parameters, the vehicle operation parameters, and the seat state signal to determine whether the vehicle body posture parameters, the operation state parameters, the vehicle operation parameters, and the seat state signal meet the corresponding preset enabling conditions. If the vehicle body posture parameters, the operation state parameters, the vehicle operation parameters, and the seat state signal all meet the corresponding preset enabling conditions, then it is determined that the vehicle meets the in-situ longitudinal bounce condition. If any of the vehicle posture parameters, the operation status parameters, the vehicle operation parameters, and the seat status signal does not meet the corresponding preset enabling condition, then it is determined that the vehicle does not meet the in-situ longitudinal bounce condition.

5. The vehicle longitudinal bounce control method according to any one of claims 1 to 3, characterized in that, In response to the enable signal, enabling and controlling the vehicle to perform a stationary longitudinal bounce operation includes: In response to the enable signal, the stationary longitudinal bounce function is enabled, and based on the height closed-loop control mode, the vehicle is controlled to perform the stationary longitudinal bounce operation. Alternatively, in response to the enable signal, the stationary longitudinal bounce function can be activated, and the vehicle can be controlled to perform the stationary longitudinal bounce operation based on the time-open-loop control mode.

6. The vehicle longitudinal bounce control method according to any one of claims 1 to 3, characterized in that, During the process of controlling the vehicle to perform a longitudinal bounce operation in place, the method further includes: Real-time monitoring of operation signals, including accelerator pedal opening signal and brake pedal depressing signal; Upon detecting the operation signal, an operation interruption command is generated; According to the operation interruption command, the vehicle is controlled to terminate the stationary longitudinal bounce operation.

7. The vehicle longitudinal bounce control method according to any one of claims 1 to 3, characterized in that, During the process of controlling the vehicle to perform a longitudinal bounce operation in place, the method further includes: Output the status information of the vertical jump execution in place to the interactive interface.

8. A vehicle stationary longitudinal bounce control system, characterized in that, include: Enable module and execute module; The enabling module is used to perform multi-dimensional static verification on the vehicle based on the received vehicle posture parameters, operation status parameters, vehicle operation parameters and seat status signals, to determine whether the vehicle meets the in-place longitudinal bounce condition, and to generate an enabling signal and send the enabling signal to the execution module in response to the vehicle meeting the in-place longitudinal bounce condition and receiving the in-place longitudinal bounce control command. The execution module is used to respond to the enable signal, enable and control the vehicle to perform a longitudinal bounce operation in place.

9. An electronic device, characterized in that, include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory to implement the vehicle stationary longitudinal bounce control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the vehicle in-situ longitudinal bounce control method as described in any one of claims 1 to 7.

11. A computer program product, characterized in that, include: A computer program, when executed by a processor, implements the vehicle in-situ longitudinal bounce control method as described in any one of claims 1 to 7.

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