Vehicle control method and device, electronic equipment and vehicle

Abstract

The invention provides a vehicle control method and device, electronic equipment and a vehicle, and the method comprises the steps: obtaining a target lateral acceleration, a first vertical acceleration, a first wheel speed, a target steering wheel rotation angle, a target steering wheel rotation angle speed, an electronic differential lock system control signal and a breakable stabilizer bar control signal of a target vehicle; the target vehicle speed is determined through the first wheel speed, the transverse state is determined through the target lateral acceleration, the target steering wheel rotation angle number and the target steering wheel rotation angle speed, and the road surface adaptation state is determined through the first vertical acceleration; when the target vehicle speed is in the horizontal state and the road surface adaptation state, disconnection and connection of a disconnectable stabilizer bar in the target vehicle are controlled, or when the target vehicle speed is smaller than a first preset value, disconnection and connection of the disconnectable stabilizer bar in the target vehicle are controlled through an electronic differential lock system control signal or a disconnectable stabilizer bar control signal. The embodiment of the invention ensures the driving stability.

Description

Technical Field

[0001] This invention relates to the field of automotive electronics technology, and in particular to a vehicle control method, device, electronic equipment, and vehicle. Background Technology

[0002] A disconnectable stabilizer bar (or electronic disconnecting sway bar) is an advanced suspension technology component designed for specific vehicle models, especially off-road vehicles and SUVs (Sport Utility Vehicles), and is a key technology for modern high-performance off-road vehicles.

[0003] When off-roading, manually disconnecting the stabilizer bar via the in-vehicle HMI (Human Machine Interaction) allows for greater independent movement of the left and right wheels. When one wheel is off-road or encounters uneven terrain, the other wheel remains in contact with the ground, providing necessary traction and grip, thus improving off-road performance. On unpaved roads or very bumpy surfaces, disconnecting the stabilizer bar reduces mutual constraints between suspension components, allowing each wheel to independently handle road undulations, thereby improving ride comfort and reducing body roll and vibration. At high speeds or on smooth roads, manually reconnecting the stabilizer bar restores its ability to control body roll, ensuring vehicle stability and handling during cornering.

[0004] However, for users with limited off-road experience, manually disconnecting and connecting the stabilizer bar is less intelligent, increasing the learning curve. Moreover, manual operation is often only performed on bumpy off-road sections when one wheel is suspended in the air, resulting in low efficiency and a risk of vehicle rollover. Furthermore, the inability to actively connect the stabilizer bar at high speeds or on smooth roads affects driving stability. Summary of the Invention

[0005] In view of this, the present invention aims to provide a vehicle control method, device, electronic device and vehicle to solve the problems that existing stabilizer bars require manual control, which increases the user's learning cost, has low work efficiency and affects driving stability.

[0006] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0007] A first aspect of this application provides a vehicle control method, the method comprising:

[0008] The status information of the target vehicle is acquired in real time. The status information includes the target lateral acceleration, the first vertical acceleration, the first wheel speed, the target steering wheel angle, the target steering wheel angular velocity, the electronic differential lock system control signal, and the disconnectable stabilizer bar control signal. The target vehicle includes a disconnectable stabilizer bar.

[0009] The target vehicle speed is determined by the first wheel speed, the lateral state of the target vehicle is determined by the target lateral acceleration, the target steering wheel angle and the target steering wheel angular velocity, and the road adaptation state of the target vehicle is determined by the first vertical acceleration, the road adaptation state including bumpy state and non-bumpy state.

[0010] The disconnection and connection of the disconnectable stabilizer bar in the target vehicle are controlled by the target vehicle speed, the lateral state, and the road surface adaptation state.

[0011] Alternatively, if the target vehicle speed is less than a first preset value, the disconnectable stabilizer bar in the target vehicle can be controlled to disconnect and connect via the electronic differential lock system control signal;

[0012] Alternatively, if the target vehicle speed is less than a first preset value, the disconnection and connection of the disconnectable stabilizer bar in the target vehicle can be controlled by the disconnectable stabilizer bar control signal.

[0013] Optionally, determining the lateral state of the target vehicle using the target lateral acceleration, the target steering wheel angle, and the target steering wheel angular velocity includes:

[0014] Different first ranges are pre-set for lateral acceleration, steering wheel rotation angle, and steering wheel angular velocity;

[0015] Different steering urgency levels and a second range for each steering urgency level are determined by the first range, wherein different steering urgency levels correspond to different lateral states;

[0016] By determining the target's lateral acceleration, the target's steering wheel rotation angle, and the target's steering wheel angular velocity within a third range;

[0017] The third range is compared with the second range to determine the lateral state of the target vehicle.

[0018] Optionally, determining the target vehicle speed based on the first wheel speed includes:

[0019] Obtain target information about target wheels in the target vehicle, the target information including the number of target wheels, tire diameter, and second wheel speed of each target wheel;

[0020] The average wheel speed of the target wheel is generated based on the number of wheels and the second wheel speed of each target wheel;

[0021] The target vehicle speed is determined based on the average wheel speed and the tire diameter.

[0022] Optionally, determining the road adaptation state of the target vehicle using the first vertical acceleration includes:

[0023] Collect several first vertical accelerations within the first preset time window;

[0024] A second vertical acceleration is generated by averaging and filtering several of the first vertical accelerations.

[0025] Obtain several of the second vertical accelerations within a second preset time window, and generate the standard deviation of the second vertical accelerations;

[0026] The target vertical displacement is generated based on the standard deviation.

[0027] The target vertical displacement is compared with a second preset value;

[0028] If the vertical displacement of the target is greater than the second preset value, then the target vehicle is determined to be in a bumpy state.

[0029] If the vertical displacement of the target is less than the second preset value, then the target vehicle is determined to be in a non-bumpy state.

[0030] Optionally, before controlling the disconnection and connection of the disconnectable stabilizer bar in the target vehicle based on the target vehicle speed, the lateral state, and the road surface adaptation state, the method further includes:

[0031] A target weight is preset, wherein the target weight includes a first weight and a second weight;

[0032] If the target weight is the first weight, then the lateral state, the road surface adaptation state, the electronic differential lock system control signal, and the disconnectable stabilizer bar control signal are invalid for the control of the disconnectable stabilizer bar.

[0033] If the target weight is the second weight, then the lateral state, the road surface adaptation state, the electronic differential lock system control signal, and the disconnectable stabilizer bar control signal are all effective in controlling the disconnectable stabilizer bar.

[0034] Optionally, controlling the disconnection and connection of the disconnectable stabilizer bar in the target vehicle based on the target vehicle speed, the lateral state, and the road surface adaptation state includes:

[0035] If the target vehicle speed is greater than the first preset value, the target weight is set to the first weight, and the disconnectable stabilizer bar of the target vehicle is driven to connect.

[0036] If the target vehicle speed is less than the first preset value, then the target weight is set to the second weight, and the lateral state and the road surface adaptation state are determined.

[0037] If the lateral state is less than the target steering urgency level and the road surface adaptation state is a bumpy state, then the disconnectable stabilizer bar driving the target vehicle will disconnect.

[0038] If the lateral state is greater than the target steering urgency level and the road surface adaptation state is non-bumpy, then the disconnectable stabilizer bar of the target vehicle is connected.

[0039] Optionally, when the target vehicle speed is less than a first preset value, controlling the disconnection and connection of the disconnectable stabilizer bar in the target vehicle via the electronic differential lock system control signal includes:

[0040] When the target vehicle speed is less than a first preset value, determine the state of the electronic differential lock system control signal;

[0041] If the electronic differential lock system control signal is in the activated state, the disconnectable stabilizer bar of the target vehicle will be driven to disconnect.

[0042] A second aspect of this application provides a vehicle control device, the device comprising:

[0043] The acquisition module is used to acquire the status information of the target vehicle in real time. The status information includes the target lateral acceleration, the first vertical acceleration, the first wheel speed, the target steering wheel rotation angle, the target steering wheel angular velocity, the electronic differential lock system control signal, and the disconnectable stabilizer bar control signal. The target vehicle includes a disconnectable stabilizer bar.

[0044] The determination module is used to determine the target vehicle speed of the target vehicle through the first wheel speed, determine the lateral state of the target vehicle through the target lateral acceleration, the target steering wheel angle and the target steering wheel angular velocity, and determine the road adaptation state of the target vehicle through the first vertical acceleration, wherein the road adaptation state includes bumpy state and non-bumpy state.

[0045] The control module is used to control the disconnection and connection of the disconnectable stabilizer bar in the target vehicle based on the target vehicle speed, the lateral state, and the road surface adaptation state.

[0046] Alternatively, if the target vehicle speed is less than a first preset value, the disconnectable stabilizer bar in the target vehicle can be controlled to disconnect and connect via the electronic differential lock system control signal;

[0047] Alternatively, if the target vehicle speed is less than a first preset value, the disconnection and connection of the disconnectable stabilizer bar in the target vehicle can be controlled by the disconnectable stabilizer bar control signal.

[0048] A third aspect of the present invention provides an electronic device, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus;

[0049] Memory, used to store computer programs;

[0050] The processor, when executing a program stored in the memory, performs any of the vehicle control methods described above.

[0051] A fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the vehicle control method as described in the first aspect of this application.

[0052] A fifth aspect of this application provides a vehicle, including the aforementioned vehicle control device.

[0053] Compared with existing technologies, the vehicle control method, device, electronic equipment, and vehicle described in this invention have the following advantages:

[0054] This invention provides a vehicle control method, device, electronic device, and vehicle, comprising: real-time acquisition of the target vehicle's state information, including target lateral acceleration, first vertical acceleration, first wheel speed, target steering wheel angle, target steering wheel angular velocity, electronic differential lock system control signal, and disconnectable stabilizer bar control signal. The target vehicle includes a disconnectable stabilizer bar. Acquiring this information allows for direct and accurate determination of the vehicle's state, facilitating subsequent determination of the disconnection and connection of the disconnectable stabilizer bar. The target vehicle speed is determined by the first wheel speed; the lateral state of the target vehicle is determined by the target lateral acceleration, target steering wheel angle, and target steering wheel angular velocity; the road adaptation state of the target vehicle is determined by the first vertical acceleration, including bumpy and non-bumpy conditions; and the disconnection and connection of the disconnectable stabilizer bar in the target vehicle are controlled based on the target vehicle speed, lateral state, and road adaptation state, thus achieving real-time acquisition of the target vehicle's state information. The automatic control of the disconnectable stabilizer bar reduces the user's learning curve and improves vehicle safety and stability. Alternatively, when the target vehicle speed is less than a first preset value, the electronic differential lock system controls the disconnection and connection of the disconnectable stabilizer bar in the target vehicle, providing auxiliary control. Or, when the target vehicle speed is less than a first preset value, the disconnectable stabilizer bar control signal controls the disconnection and connection of the disconnectable stabilizer bar in the target vehicle. These multiple control methods further ensure the stability of the disconnectable stabilizer bar control. This embodiment of the invention accurately determines the vehicle's state by acquiring vehicle status information and automatically controls the disconnection and connection of the disconnectable stabilizer bar based on the vehicle state, reducing the user's learning curve and improving vehicle safety and stability. Furthermore, the multiple control methods prevent vehicle accidents caused by malfunctions in any single method, further enhancing the stability of the disconnectable stabilizer bar control. Attached Figure Description

[0055] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0056] Figure 1 This is a flowchart illustrating the steps of a vehicle control method according to an exemplary embodiment;

[0057] Figure 2 It is based on Figure 1 An exemplary embodiment shown illustrates a unit control diagram in a vehicle control method;

[0058] Figure 3 It is based on Figure 1 An exemplary embodiment is shown, illustrating a vehicle state estimation diagram in a vehicle control method;

[0059] Figure 4 It is based on Figure 1 An exemplary embodiment is shown, illustrating a schematic diagram of unit result determination in a vehicle control method;

[0060] Figure 5 This is a block diagram illustrating a vehicle control device according to an exemplary embodiment;

[0061] Figure 6 This is a structural block diagram of an electronic device according to an exemplary embodiment. Detailed Implementation

[0062] The technical solutions of the embodiments of the present invention will now be described with reference to the accompanying drawings. Although exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application can be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this application can be thoroughly understood and its scope can be fully conveyed to those skilled in the art.

[0063] In various embodiments of the present invention, it should be understood that the sequence number of each process described below 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 the present invention.

[0064] The vehicle control method, device, electronic equipment, and vehicle provided in this application will be described in detail below with reference to the accompanying drawings and through specific embodiments and application scenarios.

[0065] Reference Figure 1 , Figure 1 This is a flowchart illustrating the steps of a vehicle control method according to an exemplary embodiment:

[0066] Step 101: Real-time acquisition of the target vehicle's status information, including the target lateral acceleration, first vertical acceleration, first wheel speed, target steering wheel angle, target steering wheel angular velocity, electronic differential lock system control signal, and disconnectable stabilizer bar control signal. The target vehicle includes a disconnectable stabilizer bar.

[0067] In this embodiment of the invention, the control signal for the electronic differential lock system is sent through the electronic differential lock system itself. The electronic differential lock is a key component installed on the vehicle's differential. It monitors wheel speeds via the electronic control unit (ECU) and, upon detecting slippage, uses the braking system to brake the slipping wheel, ensuring both drive wheels rotate at the same speed. Even if one wheel is suspended in the air or on a frictionless surface, it ensures the other wheel receives sufficient driving force to help the vehicle get out of trouble or maintain forward movement in adverse road conditions. Typically, when the vehicle is driving off-road or in adverse road conditions, such as mud, sand, snow, or rocky surfaces, the electronic differential lock system activates to ensure power is transmitted to the wheels with traction. The disconnectable stabilizer bar is disconnected during off-road driving to maintain the vehicle's off-road performance. In the same scenario, both the electronic differential lock system and the disconnectable stabilizer bar make decisions, so the control signal from the electronic differential lock system can be used for auxiliary control.

[0068] It should be noted that in this embodiment of the invention, the target lateral acceleration and the first vertical acceleration are obtained through an IMU (Inertial Measurement Unit). An IMU is a sensor with wide applications in many fields. In the automotive industry, it is mainly used to detect and measure the acceleration and rotational motion of objects in three-dimensional space, and is usually installed at the vehicle's center of gravity. By analyzing the IMU sensor data (target lateral acceleration and first vertical acceleration) and combining it with parameters such as steering wheel angle, angular velocity, and vehicle speed, the vehicle's driving state can be obtained more accurately. The control signal for the disconnectable stabilizer bar is implemented through the human-machine interface (HMI). Users can manually control the opening and closing of vehicle components (such as the disconnectable stabilizer bar) in the HMI system. Steering wheel angular velocity refers to the rate at which the steering wheel deflection angle changes over time, that is, the amount of change in the steering wheel deflection angle per unit time. Lateral acceleration refers to the acceleration generated by the vehicle in the lateral direction (perpendicular to the direction of travel) due to the centripetal force during cornering. Vertical acceleration refers to the change in acceleration of the vehicle in the vertical direction (i.e., up and down) due to dynamic behaviors such as vibration, bumps, or jumps.

[0069] Step 102: Determine the target vehicle speed using the first wheel speed; determine the lateral state of the target vehicle using the target lateral acceleration, the target steering wheel angle, and the target steering wheel angular velocity; and determine the road adaptation state of the target vehicle using the first vertical acceleration. The road adaptation state includes bumpy and non-bumpy conditions.

[0070] In this embodiment of the invention, different state information is transmitted through different signals. For example, the target lateral acceleration is transmitted via a lateral acceleration signal, the first vertical acceleration via a vertical acceleration signal, the first wheel speed via a wheel speed signal, the target steering wheel angle via a rudder (also known as steering wheel) angle signal, and the target steering wheel angular velocity via a rudder angular velocity signal. These signals are first input to the signal input unit and then transmitted to other units for processing, ultimately controlling the stabilizer bar to disconnect / connect. For example, ... Figure 2 As shown, the signal input unit acquires the target lateral acceleration, first vertical acceleration, first wheel speed, target steering wheel angle, target steering wheel angular velocity, electronic differential lock system control signal, and disconnectable stabilizer bar control signal. The signal input unit communicates with the MCU (Motor Control Unit) via CANFD (Controller Area Network Flexible Data-rate). The MCU continuously reads data from the CANFD bus (including sensor data and switch signals; sensor data refers to the target lateral acceleration, first vertical acceleration, first wheel speed, target steering wheel angle, and target steering wheel angular velocity; switch signals correspond to the electronic differential lock system control signal and disconnectable stabilizer bar control signal) through polling. The signal input unit transmits the data to the stabilizer bar data unit. The stabilizer bar data unit processes the acquired CANFD sensor data bit by bit and stores it in variables. The longitudinal motion estimation unit then transmits the data to the stabilizer bar data unit. The vehicle speed is estimated by the first wheel speed. The lateral motion estimation unit determines the lateral motion state of the vehicle and the urgency of the driver's steering by the target steering wheel angle, the target steering wheel angular velocity, and the target lateral acceleration. The driving bump estimation unit estimates the vehicle's bump state per unit time by the first vertical acceleration. The stabilizer bar state determination unit determines the control of stabilizer bar disconnection / connection by weighted processing of longitudinal vehicle speed, lateral motion urgency, and driving bump state. This realizes intelligent and automatic opening and closing of the stabilizer bar device under different driving conditions. The electronic differential lock system control signal and the disconnectable stabilizer bar control signal directly control the stabilizer bar disconnection / connection.

[0071] It should be noted that the stabilizer bar data unit acquires data from the CANFD sensors. The wheel speed signal, steering angle signal, steering velocity signal, IMU lateral and vertical acceleration signals, manually controlled disconnectable stabilizer bar control signal, and electronic differential lock system control signal (open / close signal) required for determining the stabilizer bar's disconnection / connection status are all provided by the CANFD bus. These signals are assigned fixed CANFDIDs by the vehicle. The stabilizer bar MCU polls the CAN bus at fixed intervals, assigning the acquired wheel speed signal to the variable Wss, steering angle signal to the variable Was, steering velocity to the variable Wass, lateral acceleration signal to the variable Las, vertical acceleration signal to the variable Vas, electronic stabilizer bar open / close signals to the variable ERC_switch_sign, and differential lock open / close signals to the variable ELD_switch_sign. This provides data for lateral, longitudinal, and vertical bumps, enabling the determination of stabilizer bar open / close. Specifically, Wss ​​represents the wheel speed signal, Was represents the steering angle signal, and Wa represents the steering velocity. ss variable: angular velocity signal variable, Las variable: lateral acceleration signal variable, Vas variable: vertical acceleration signal variable.

[0072] In this embodiment of the invention, the target vehicle speed is determined by the first wheel speed, which is calculated by a longitudinal motion estimation unit. The longitudinal motion estimation unit can estimate the current vehicle speed using the first wheel speed and the wheel diameter. The specific steps include:

[0073] Obtain target information about the target wheels in the target vehicle. The target information includes the number of target wheels, tire diameter, and the second wheel speed of each target wheel.

[0074] The average wheel speed of the target wheel is generated based on the number of wheels and the second wheel speed of each target wheel.

[0075] The target speed of the target vehicle is determined based on the average wheel speed and tire diameter.

[0076] For example, assuming the vehicle is four-wheel drive, the target number of wheels is 4. The second wheel speed includes the right front wheel speed, right rear wheel speed, left front wheel speed, and left rear wheel speed, which are assumed to be 300 RPM, 302 RPM, 298 RPM, and 300 RPM respectively. The tire diameter is 0.6 meters. Then, the average wheel speed = (300 + 302 + 298 + 300) / 4 = 300 RPM. The tire circumference = tire diameter × π = 0.6 meters × 3.14159 ≈ 1.884954 meters. The estimated vehicle speed = average wheel speed × tire circumference = 300 RPM × 1.884954 meters / revolution ≈ 565.4862 meters / minute.

[0077] It should be noted that actual calculations also need to consider factors such as tire slip ratio (i.e., the difference between the actual rolling and ideal rolling of the tire). Assuming a slip ratio of 5%, the actual vehicle speed needs to be adjusted accordingly.

[0078] Actual speed = Estimated speed × (1 - slip ratio) = 33.929172 km / h × 0.95 ≈ 32.2327134 km / h

[0079] The accuracy of the estimate can be improved by taking into account slip ratio and other factors (such as tire wear, road conditions, etc.).

[0080] In addition, this embodiment of the invention also determines the lateral state of the target vehicle through target lateral acceleration, target steering wheel angle, and target steering wheel angular velocity. Lateral state estimation aims to reflect various driving conditions from stable to dangerous. The lateral motion estimation unit estimates the vehicle's lateral state through target lateral acceleration, target steering wheel angle, and target steering wheel angular velocity. The target steering wheel angle can estimate the size of the vehicle's turning angle (θ), and the target steering wheel angular velocity (θ¨) can estimate the driver's initial steering urgency. For example, a lower steering wheel angular acceleration θ¨ indicates smooth operation, while a higher value may mean the driver is making a sharp steering adjustment. A larger steering wheel angle θ indicates a more urgent turn. The target lateral acceleration (α...)... y It can be used to assess cornering stability, such as when the target lateral acceleration ay is less than 0.5 m / s². 2 This indicates that the vehicle is traveling in a straight line or making slight lateral movement, exceeding 1 m / s. 2 This may indicate that the vehicle is making a sharp turn or is experiencing external interference, such as crosswinds or uneven road surfaces. Combining these assessments yields the vehicle's lateral state, which can be categorized using different steering urgency levels. The above steps generate a vehicle steering urgency level table, and then the current vehicle's lateral state is determined by looking up the table based on the vehicle's current data. Specific steps include:

[0081] Different first ranges are pre-set for lateral acceleration, steering wheel rotation angle, and steering wheel angular velocity;

[0082] Different steering urgency levels are determined by a first range and a second range for each steering urgency level, wherein different steering urgency levels correspond to different lateral states;

[0083] The third range is determined by the target's lateral acceleration, the target's steering wheel angle, and the target's steering wheel angular velocity.

[0084] The third range is compared with the second range to determine the lateral state of the target vehicle.

[0085] It should be noted that a steering urgency level table needs to be established before looking up the table. Refer to Table 1, which is the steering urgency level table:

[0086] Table 1: Steering Urgency Level Table

[0087]

[0088] The numerical ranges set above can be varied according to actual circumstances, and this invention does not impose specific limitations on them.

[0089] Furthermore, in this embodiment of the invention, the road adaptation state of the target vehicle is determined by the first vertical acceleration. The road adaptation state includes a bumpy state and a non-bumpy state, calculated by a vehicle bump estimation unit. The vehicle bump estimation unit estimates the road adaptation state using the vertical acceleration obtained from the IMU. Because the IMU sensor is installed at the vehicle's center of gravity, it can more accurately reflect the overall bumpy state of the vehicle. First, the real-time first vertical acceleration is obtained from the IMU. To prevent misjudgment due to individual spike signals and to ensure the accuracy of the original data, a time window concept is introduced. That is, a bumpy state is only determined when the acceleration of multiple consecutive sampling points exceeds a threshold. The vertical acceleration data within the first preset time window are summed using Formula 1 and averaged and filtered to generate the second vertical acceleration.

[0090]

[0091] in, This refers to the second vertical acceleration after smoothing at time point t, a z (i) represents the first vertical acceleration during the time interval from time point t-N+1 to t, where N is the window size for the moving average, i.e., the number of data points used to calculate the average. The choice of window size affects the smoothing effect; a larger window results in a stronger smoothing effect.

[0092] After filtering, the standard deviation of the second vertical acceleration within the second preset time window is calculated using standard deviation calculation formula 2, indicating the degree of fluctuation in acceleration change.

[0093]

[0094] Among them, SD az This refers to the standard deviation of the second vertical acceleration, used as a turbulence indicator. M refers to the second preset time window, the length of the time window used to calculate the standard deviation. This window can be the same size as or different from the first preset time window, depending on the data processing requirements. It refers to the average value of the second vertical acceleration within the second preset time window.

[0095] The vertical displacement is obtained by double integration of the standard deviation of the second vertical acceleration. A vertical displacement threshold, i.e., a second preset value, is set. The second preset value is compared with the target vertical displacement to determine whether the vehicle is in a bumpy state. The specific steps include:

[0096] Collect several first vertical accelerations within the first preset time window;

[0097] A second vertical acceleration is generated by averaging and filtering several first vertical accelerations.

[0098] Obtain several second vertical accelerations within a second preset time window, and generate the standard deviation of the second vertical accelerations;

[0099] The target vertical displacement is generated based on the standard deviation;

[0100] Compare the target vertical displacement with the second preset value;

[0101] If the vertical displacement of the target is greater than the second preset value, it is determined that the target vehicle is in a bumpy state.

[0102] If the vertical displacement of the target is less than the second preset value, the target vehicle is determined to be in a non-bumpy state.

[0103] In summary, the above process estimates the vehicle's longitudinal, lateral, and vertical driving states, such as... Figure 3 As shown, the first wheel speed is input to the longitudinal motion estimation unit to determine the target vehicle speed, the target lateral acceleration, the target steering wheel angle and the target steering wheel angular velocity are input to the lateral motion estimation unit to determine the vehicle's lateral state, and the first vertical acceleration is input to the driving bump estimation unit to determine the road surface adaptation state.

[0104] Step 103: Control the disconnection and connection of the disconnectable stabilizer bar in the target vehicle based on the target vehicle speed, lateral state, and road adaptability; or, if the target vehicle speed is less than a first preset value, control the disconnection and connection of the disconnectable stabilizer bar in the target vehicle based on the electronic differential lock system control signal; or, if the target vehicle speed is less than a first preset value, control the disconnection and connection of the disconnectable stabilizer bar in the target vehicle based on the disconnectable stabilizer bar control signal.

[0105] In this embodiment of the invention, after determining the target vehicle speed, lateral state, and road surface adaptation state, the disconnection and connection of the disconnectable stabilizer bar in the target vehicle can be controlled based on these states. First, the vehicle speed is assessed. When the vehicle speed is too high (greater than a first preset value), the disconnectable stabilizer bar of the target vehicle needs to be activated to improve the vehicle's high-speed stability. At this time, the influence of the lateral state and road surface adaptation state on the vehicle's state, as well as the electronic differential lock system control signal and the disconnectable stabilizer bar control signal, are not considered. To achieve this operation, target weights are set for the lateral state, road surface adaptation state, electronic differential lock system control signal, and disconnectable stabilizer bar control signal. The effectiveness of this information is controlled by adjusting these weights.

[0106] For example, if the vehicle speed is too high (greater than the first preset value), the target weight is set to 0. In this case, the lateral state, road adaptation state, electronic differential lock system control signal, and disconnectable stabilizer bar control signal have no effect on the disconnectable stabilizer bar. When the vehicle speed is less than the first preset value, the target weight is set to 1. This allows the lateral state, road adaptation state, electronic differential lock system control signal, and disconnectable stabilizer bar control signal to be considered in relation to the disconnectable stabilizer bar. The specific steps include:

[0107] Pre-set target weights, which include a first weight and a second weight;

[0108] If the target weight is the first weight, then the lateral state, road adaptation state, electronic differential lock system control signal and disconnectable stabilizer bar control signal are invalid for the control of the disconnectable stabilizer bar.

[0109] If the target weight is the second weight, then the lateral state, road adaptation state, electronic differential lock system control signal, and disconnectable stabilizer bar control signal are determined to be effective for controlling the disconnectable stabilizer bar.

[0110] After assessing the longitudinal state's impact on the disconnectable stabilizer bar, the lateral and vertical influences are considered. If the target vehicle speed is less than a first preset value, the road surface is bumpy, and the lateral state is less than the target steering urgency level, the drive IC is controlled to disconnect the stabilizer bar system to ensure vehicle passability on bumpy roads at low speeds. Conversely, if the target speed is higher than the preset value, the drive IC is controlled to connect the stabilizer bar system, indicating that the vehicle is currently in a low-speed, large-angle turning condition and the stabilizer bar cannot be disconnected to maintain vehicle turning stability. The specific steps include:

[0111] If the target vehicle speed is greater than the first preset value, the target weight is set to the first weight, and the disconnectable stabilizer bar of the target vehicle is activated.

[0112] If the target vehicle speed is less than the first preset value, the target weight is set to the second weight, and the lateral state and road surface adaptation state are determined.

[0113] If the lateral condition is less than the target steering urgency level and the road surface condition is bumpy, then the disconnectable stabilizer bar driving the target vehicle will disconnect.

[0114] If the lateral condition is greater than the target steering urgency level and the road surface condition is non-bumpy, then the disconnectable stabilizer bar of the target vehicle is connected.

[0115] In addition, the disconnectable stabilizer bar in the target vehicle can be controlled via the electronic differential lock system control signal. The specific steps include:

[0116] When the target vehicle speed is less than a first preset value, determine the operating status of the electronic differential lock system control signal;

[0117] If the electronic differential lock system control signal is in the differential lock activation state, the disconnectable stabilizer bar of the target vehicle will disconnect.

[0118] In addition, users can manually control the disconnectable stabilizer bar control signal to drive the disconnectable stabilizer bar of the target vehicle to disconnect and connect.

[0119] The above process can be achieved through Figure 4 This means that the target vehicle speed is compared with the first preset value. If it is greater than the target speed, the weights of Ka, Kb, Kc, and Kd in the weighted windows A and B are adjusted to be invalid. If it is less than the target speed, the weights are adjusted to be valid. Then, the lateral state judgment and road adaptation state judgment are performed to drive the IC to control the stabilizer bar. In addition, the IC can also be driven to control the stabilizer bar by controlling the disconnectable stabilizer bar control signal and the electronic differential lock system control signal.

[0120] This invention provides a vehicle control method, device, electronic device, and vehicle, comprising: real-time acquisition of the target vehicle's state information, including target lateral acceleration, first vertical acceleration, first wheel speed, target steering wheel angle, target steering wheel angular velocity, electronic differential lock system control signal, and disconnectable stabilizer bar control signal. The target vehicle includes a differential lock and a disconnectable stabilizer bar. Acquiring this information allows for direct and accurate determination of the vehicle's state, facilitating subsequent determination of the disconnection and connection of the disconnectable stabilizer bar. The target vehicle speed is determined by the first wheel speed; the lateral state of the target vehicle is determined by the target lateral acceleration, target steering wheel angle, and target steering wheel angular velocity; the road adaptation state of the target vehicle is determined by the first vertical acceleration, including bumpy and non-bumpy conditions; and the disconnection and connection of the disconnectable stabilizer bar in the target vehicle are controlled based on the target vehicle speed, lateral state, and road adaptation state, thereby achieving... The automatic control of the disconnectable stabilizer bar reduces the user's learning curve and improves vehicle safety and stability. Alternatively, when the target vehicle speed is less than a first preset value, the electronic differential lock system controls the disconnection and connection of the disconnectable stabilizer bar in the target vehicle, providing auxiliary control. Or, when the target vehicle speed is less than a first preset value, the disconnectable stabilizer bar control signal controls the disconnection and connection of the disconnectable stabilizer bar in the target vehicle. These multiple control methods further ensure the stability of the disconnectable stabilizer bar control. This embodiment of the invention accurately determines the vehicle's state by acquiring vehicle status information and automatically controls the disconnection and connection of the disconnectable stabilizer bar based on the vehicle state, reducing the user's learning curve and improving vehicle safety and stability. Furthermore, the multiple control methods prevent vehicle accidents caused by malfunctions in any single method, further enhancing the stability of the disconnectable stabilizer bar control.

[0121] Based on the above embodiments, this invention also provides a vehicle control device.

[0122] Reference Figure 5 , Figure 5 This is a block diagram illustrating a vehicle control device according to an exemplary embodiment, which may specifically include the following modules:

[0123] The acquisition module 201 is used to acquire the status information of the target vehicle in real time. The status information includes the target lateral acceleration, the first vertical acceleration, the first wheel speed, the target steering wheel angle, the target steering wheel angular velocity, the electronic differential lock system control signal, and the disconnectable stabilizer bar control signal. The target vehicle includes a disconnectable stabilizer bar.

[0124] The determination module 202 is used to determine the target vehicle speed by the first wheel speed, determine the lateral state of the target vehicle by the target lateral acceleration, the target steering wheel angle and the target steering wheel angular velocity, and determine the road adaptation state of the target vehicle by the first vertical acceleration. The road adaptation state includes bumpy state and non-bumpy state.

[0125] The control module 203 is used to control the disconnection and connection of the disconnectable stabilizer bar in the target vehicle based on the target vehicle speed, lateral state, and road adaptation state.

[0126] Alternatively, if the target vehicle speed is less than a first preset value, the disconnection and connection of the disconnectable stabilizer bar in the target vehicle can be controlled by the electronic differential lock system control signal.

[0127] Alternatively, if the target vehicle speed is less than a first preset value, the disconnection and connection of the disconnectable stabilizer bar in the target vehicle can be controlled by the disconnectable stabilizer bar control signal.

[0128] Optionally, module 202 specifically includes:

[0129] The first setting submodule is used to pre-set different first ranges for lateral acceleration, steering wheel rotation angle, and steering wheel angular velocity.

[0130] The first determining submodule is used to determine different steering urgency levels and a second range for each steering urgency level through a first range, wherein different steering urgency levels correspond to different lateral states.

[0131] The first judgment submodule is used to determine the third range of the target's lateral acceleration, the target's steering wheel angle, and the target's steering wheel angular velocity.

[0132] The second determination submodule is used to compare the third range with the second range to determine the lateral state of the target vehicle.

[0133] The first acquisition submodule is used to acquire target information about the target wheels in the target vehicle. The target information includes the number of target wheels, the tire diameter, and the second wheel speed of each target wheel.

[0134] The first generation submodule is used to generate the average wheel speed of the target wheel based on the number of wheels and the second wheel speed of each target wheel.

[0135] The third determination submodule is used to determine the target vehicle speed based on the average wheel speed and tire diameter.

[0136] The first acquisition submodule is used to acquire several first vertical accelerations within a first preset time window.

[0137] The second generation submodule is used to perform an average filtering operation on several first vertical accelerations to generate a second vertical acceleration.

[0138] The third generation submodule is used to obtain several second vertical accelerations within the second preset time window and generate the standard deviation of the second vertical accelerations.

[0139] The fourth generation submodule is used to generate the target vertical displacement based on the standard deviation.

[0140] The first comparison submodule is used to compare the target vertical displacement with the second preset value.

[0141] The fourth determination submodule is used to determine that the target vehicle is in a bumpy state if the vertical displacement of the target is greater than the second preset value.

[0142] The fifth determination submodule is used to determine that the target vehicle is in a non-bumpy state if the vertical displacement of the target is less than the second preset value.

[0143] Optionally, the vehicle control unit may also include:

[0144] The setting module is used to pre-set the target weights, which include a first weight and a second weight.

[0145] The first determining module is used to determine the lateral state, road adaptation state, and that the electronic differential lock system control signal and the disconnectable stabilizer bar control signal are invalid for the control of the disconnectable stabilizer bar if the target weight is the first weight.

[0146] The second determining module is used to determine the lateral state, road surface adaptation state, and the effectiveness of the electronic differential lock system control signal and the disconnectable stabilizer bar control signal on the control of the disconnectable stabilizer bar if the target weight is the second weight value.

[0147] Optionally, the control module 203 specifically includes:

[0148] The first drive submodule is used to set the target weight to the first weight if the target vehicle speed is greater than the first preset value, and drive the disconnectable stabilizer bar of the target vehicle.

[0149] The second judgment submodule is used to set the target weight to the second weight if the target vehicle speed is less than the first preset value, and to judge the lateral state and road surface adaptation state.

[0150] The second drive submodule is used to disconnect the disconnectable stabilizer bar of the target vehicle if the lateral state is less than the target steering urgency level and the road surface is bumpy.

[0151] The third drive submodule is used to drive the disconnectable stabilizer bar connection of the target vehicle if the lateral state is greater than the target steering urgency level and the road surface adaptation state is non-bumpy.

[0152] The third judgment submodule is used to determine the status of the electronic differential lock system control signal when the target vehicle speed is less than the first preset value.

[0153] The fourth drive submodule is used to disconnect the disconnectable stabilizer bar of the target vehicle if the electronic differential lock system control signal is in the activated state.

[0154] This invention provides a vehicle control method, device, electronic device, and vehicle, comprising: real-time acquisition of the target vehicle's state information, including target lateral acceleration, first vertical acceleration, first wheel speed, target steering wheel angle, target steering wheel angular velocity, electronic differential lock system control signal, and disconnectable stabilizer bar control signal. The target vehicle includes a disconnectable stabilizer bar. Acquiring this information allows for direct and accurate determination of the vehicle's state, facilitating subsequent determination of the disconnection and connection of the disconnectable stabilizer bar. The target vehicle speed is determined by the first wheel speed; the lateral state of the target vehicle is determined by the target lateral acceleration, target steering wheel angle, and target steering wheel angular velocity; the road adaptation state of the target vehicle is determined by the first vertical acceleration, including bumpy and non-bumpy conditions; and the disconnection and connection of the disconnectable stabilizer bar in the target vehicle are controlled based on the target vehicle speed, lateral state, and road adaptation state, thus achieving real-time acquisition of the target vehicle's state information. The automatic control of the disconnectable stabilizer bar reduces the user's learning curve and improves vehicle safety and stability. Alternatively, when the target vehicle speed is less than a first preset value, the electronic differential lock system controls the disconnection and connection of the disconnectable stabilizer bar in the target vehicle, providing auxiliary control. Or, when the target vehicle speed is less than a first preset value, the disconnectable stabilizer bar control signal controls the disconnection and connection of the disconnectable stabilizer bar in the target vehicle. These multiple control methods further ensure the stability of the disconnectable stabilizer bar control. This embodiment of the invention accurately determines the vehicle's state by acquiring vehicle status information and automatically controls the disconnection and connection of the disconnectable stabilizer bar based on the vehicle state, reducing the user's learning curve and improving vehicle safety and stability. Furthermore, the multiple control methods prevent vehicle accidents caused by malfunctions in any single method, further enhancing the stability of the disconnectable stabilizer bar control.

[0155] This invention also provides an electronic device. Figure 6 This is a structural block diagram of an electronic device provided in an embodiment of the present invention, such as... Figure 6As shown, it includes a processor 301, a communication interface 302, a memory 303, and a communication bus 304, wherein the processor 301, the communication interface 302, and the memory 303 communicate with each other through the communication bus 304.

[0156] Memory 303 is used to store computer programs;

[0157] When processor 301 executes a program stored in memory 303, it performs the following steps:

[0158] The status information of the target vehicle is acquired in real time. The status information includes the target lateral acceleration, the first vertical acceleration, the first wheel speed, the target steering wheel angle, the target steering wheel angular velocity, the electronic differential lock system control signal, and the disconnectable stabilizer bar control signal. The target vehicle includes a disconnectable stabilizer bar.

[0159] The target vehicle speed is determined by the first wheel speed, the lateral state of the target vehicle is determined by the target lateral acceleration, the target steering wheel angle and the target steering wheel angular velocity, and the road adaptation state of the target vehicle is determined by the first vertical acceleration, the road adaptation state including bumpy state and non-bumpy state.

[0160] The disconnection and connection of the disconnectable stabilizer bar in the target vehicle are controlled by the target vehicle speed, the lateral state, and the road surface adaptation state.

[0161] Alternatively, if the target vehicle speed is less than a first preset value, the disconnectable stabilizer bar in the target vehicle can be controlled to disconnect and connect via the electronic differential lock system control signal;

[0162] Alternatively, if the target vehicle speed is less than a first preset value, the disconnection and connection of the disconnectable stabilizer bar in the target vehicle can be controlled by the disconnectable stabilizer bar control signal.

[0163] Based on the same inventive concept, another embodiment of this application provides a readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps in the vehicle control method as described in any of the above embodiments of this application.

[0164] Based on the same inventive concept, another embodiment of this application provides a vehicle, which may specifically include the above-mentioned vehicle control device.

[0165] As the device embodiment is basically similar to the method embodiment, the description is relatively simple, and relevant parts can be found in the description of the method embodiment.

[0166] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0167] Those skilled in the art will understand that embodiments of this application can be provided as methods, apparatus, or computer program products. Therefore, embodiments of this application can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of this application can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0168] This application describes embodiments with reference to flowchart illustrations and / or block diagrams of methods, apparatus, and computer program products according to embodiments of this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, generate instructions for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0169] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0170] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal equipment, causing a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable terminal equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0171] Although preferred embodiments of the present application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present application.

[0172] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes said element.

[0173] The present application provides a detailed description of a vehicle control method, device, electronic device, and vehicle. Specific examples have been used to illustrate the principles and implementation methods of the present application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present application. At the same time, those skilled in the art will recognize that there will be changes in the specific implementation methods and application scope based on the ideas of the present application. The content of this specification should not be construed as a limitation of the present application.

Claims

1. A vehicle control method, characterized in that, The method includes: The status information of the target vehicle is acquired in real time. The status information includes the target lateral acceleration, the first vertical acceleration, the first wheel speed, the target steering wheel angle, the target steering wheel angular velocity, the electronic differential lock system control signal, and the disconnectable stabilizer bar control signal. The target vehicle includes a disconnectable stabilizer bar. The target vehicle speed is determined by the first wheel speed, the lateral state of the target vehicle is determined by the target lateral acceleration, the target steering wheel angle and the target steering wheel angular velocity, and the road adaptation state of the target vehicle is determined by the first vertical acceleration, the road adaptation state including bumpy state and non-bumpy state. The disconnection and connection of the disconnectable stabilizer bar in the target vehicle are controlled by the target vehicle speed, the lateral state, and the road surface adaptation state. Alternatively, if the target vehicle speed is less than a first preset value, the disconnectable stabilizer bar in the target vehicle can be controlled to disconnect and connect via the electronic differential lock system control signal; Alternatively, if the target vehicle speed is less than a first preset value, the disconnection and connection of the disconnectable stabilizer bar in the target vehicle can be controlled by the disconnectable stabilizer bar control signal.

2. The method according to claim 1, characterized in that, Determining the lateral state of the target vehicle using the target lateral acceleration, the target steering wheel angle, and the target steering wheel angular velocity includes: Different initial ranges are pre-set for lateral acceleration, steering wheel rotation angle, and steering wheel angular velocity; Different steering urgency levels and a second range for each steering urgency level are determined by the first range, wherein different steering urgency levels correspond to different lateral states; By determining the target's lateral acceleration, the target's steering wheel rotation angle, and the target's steering wheel angular velocity within a third range; The third range is compared with the second range to determine the lateral state of the target vehicle.

3. The method according to claim 1, characterized in that, Determining the target vehicle speed based on the first wheel speed includes: Obtain target information about target wheels in the target vehicle, the target information including the number of target wheels, tire diameter, and second wheel speed of each target wheel; The average wheel speed of the target wheel is generated based on the number of wheels and the second wheel speed of each target wheel; The target vehicle speed is determined based on the average wheel speed and the tire diameter.

4. The method according to claim 1, characterized in that, The step of determining the road adaptation state of the target vehicle through the first vertical acceleration includes: Collect several first vertical accelerations within the first preset time window; A second vertical acceleration is generated by averaging and filtering several of the first vertical accelerations. Obtain several of the second vertical accelerations within a second preset time window, and generate the standard deviation of the second vertical accelerations; The target vertical displacement is generated based on the standard deviation. The target vertical displacement is compared with a second preset value; If the vertical displacement of the target is greater than the second preset value, then the target vehicle is determined to be in a bumpy state. If the vertical displacement of the target is less than the second preset value, then the target vehicle is determined to be in a non-bumpy state.

5. The method according to claim 1, characterized in that, Before controlling the disconnection and connection of the disconnectable stabilizer bar in the target vehicle based on the target vehicle speed, the lateral state, and the road surface adaptation state, the method further includes: A target weight is preset, wherein the target weight includes a first weight and a second weight; If the target weight is the first weight, then the lateral state, the road surface adaptation state, the electronic differential lock system control signal, and the disconnectable stabilizer bar control signal are invalid for the control of the disconnectable stabilizer bar. If the target weight is the second weight, then the lateral state, the road surface adaptation state, the electronic differential lock system control signal, and the disconnectable stabilizer bar control signal are all effective in controlling the disconnectable stabilizer bar.

6. The method according to claim 5, characterized in that, The method of controlling the disconnection and connection of the disconnectable stabilizer bar in the target vehicle based on the target vehicle speed, the lateral state, and the road surface adaptation state includes: If the target vehicle speed is greater than the first preset value, the target weight is set to the first weight, and the disconnectable stabilizer bar of the target vehicle is driven to connect. If the target vehicle speed is less than the first preset value, then the target weight is set to the second weight, and the lateral state and the road surface adaptation state are determined. If the lateral state is less than the target steering urgency level and the road surface adaptation state is a bumpy state, then the disconnectable stabilizer bar driving the target vehicle will disconnect. If the lateral state is greater than the target steering urgency level and the road surface adaptation state is non-bumpy, then the disconnectable stabilizer bar of the target vehicle is connected.

7. The method according to claim 1, characterized in that, When the target vehicle speed is less than a first preset value, the method of controlling the disconnection and connection of the disconnectable stabilizer bar in the target vehicle through the electronic differential lock system control signal includes: When the target vehicle speed is less than a first preset value, determine the state of the electronic differential lock system control signal; If the electronic differential lock system control signal is in the activated state, the disconnectable stabilizer bar of the target vehicle will be driven to disconnect.

8. A vehicle control device, characterized in that, The device includes: The acquisition module is used to acquire the status information of the target vehicle in real time. The status information includes the target lateral acceleration, the first vertical acceleration, the first wheel speed, the target steering wheel rotation angle, the target steering wheel angular velocity, the electronic differential lock system control signal, and the disconnectable stabilizer bar control signal. The target vehicle includes a disconnectable stabilizer bar. The determination module is used to determine the target vehicle speed of the target vehicle through the first wheel speed, determine the lateral state of the target vehicle through the target lateral acceleration, the target steering wheel angle and the target steering wheel angular velocity, and determine the road adaptation state of the target vehicle through the first vertical acceleration, wherein the road adaptation state includes bumpy state and non-bumpy state. The control module is used to control the disconnection and connection of the disconnectable stabilizer bar in the target vehicle based on the target vehicle speed, the lateral state, and the road surface adaptation state. Alternatively, if the target vehicle speed is less than a first preset value, the disconnectable stabilizer bar in the target vehicle can be controlled to disconnect and connect via the electronic differential lock system control signal; Alternatively, if the target vehicle speed is less than a first preset value, the disconnection and connection of the disconnectable stabilizer bar in the target vehicle can be controlled by the disconnectable stabilizer bar control signal.

9. An electronic device, characterized in that, It includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; When executing a program stored in memory, the processor implements the steps of the vehicle control method according to any one of claims 1-7.

10. A vehicle, characterized in that, include: The vehicle control device as claimed in claim 8.

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