Dynamic balance driving method and device of vehicle, electronic equipment and storage medium

Abstract

The invention discloses a dynamic balance driving method and device of a vehicle, electronic equipment and a storage medium, and the method is characterized in that a chassis motion general control unit is newly added at a vehicle end, and the chassis motion general control unit integrates all control strategies, so that the environment condition can be determined according to sensor information; in addition, the real-time vehicle posture, the real-time driving intention and the physical characteristics of the driver can be determined, then the corresponding safe driving force is obtained from the preset corresponding relation, then the first control instructions in the X / Y / Z directions can be generated in a unified mode in combination with the preset first control strategy, the coordination of vehicle balance control is improved, and the vehicle balance control efficiency is improved. The coordination control of the vehicle in the X / Y / Z directions is realized, and the user experience is improved.

Description

Technical Field

[0001] This application belongs to the field of vehicles, and particularly relates to a dynamic balance drive method, device, electronic device and storage medium for a vehicle. Background Technology

[0002] Existing technologies require multiple controllers to analyze the driver's driving intentions, road conditions, and X / Y / Z orientation when controlling vehicle motion.

[0003] Because different controllers are provided by different suppliers, the software functions of multiple controllers are independent of each other. A single controller can only analyze a single function. For example, controller_1 can only analyze the vehicle's attitude in the X direction, but cannot analyze the attitude in the Y and Z directions. This results in poor coordination of balance control and makes it impossible to achieve coordinated control of the vehicle in the X / Y / Z directions, which affects the user experience.

[0004] Therefore, the problem with existing technologies is that they have poor coordination and poor user experience when controlling the balance of vehicles. Summary of the Invention

[0005] This application provides a method, apparatus, electronic device, and storage medium for dynamic balance driving of a vehicle, which solves the problems of poor coordination and poor user experience in the prior art when performing balance control on a vehicle.

[0006] In a first aspect, embodiments of this application provide a dynamic balance drive method for a vehicle, comprising:

[0007] The chassis motion control unit controls the vehicle and acquires the first target information collected by the vehicle's onboard sensors;

[0008] Based on the first target information, determine the environmental information, driver's driving intention, and vehicle's first vehicle posture within the target area at the first moment;

[0009] Based on environmental information and driving intention, determine the second vehicle posture at the second moment, which is driven according to the driving intention.

[0010] Based on the preset correspondence between the first vehicle posture, the second vehicle posture, and the safety driving force, obtain the target safety driving force corresponding to the first vehicle posture and the second vehicle posture.

[0011] Based on driving intention, target safety driving force and preset first control strategy, generate first control command;

[0012] The actuator is controlled to drive the vehicle according to the first control command.

[0013] In some possible implementations, the preset correspondence between the first vehicle posture, the second vehicle posture, and the safety driving force includes the correspondence between the first vehicle posture, the second vehicle posture, body features, and the safety driving force; the method also includes:

[0014] Based on the first target information, determine the driver's physical characteristics;

[0015] Based on the preset correspondence between the first vehicle posture, the second vehicle posture, and the safety driving force, the target safety driving force corresponding to the first vehicle posture and the second vehicle posture is obtained, including:

[0016] Based on the preset correspondence between the first vehicle posture, the second vehicle posture, body shape characteristics, and the safety driving force, the target safety driving force corresponding to the first vehicle posture, the second vehicle posture, and the body shape characteristics is obtained.

[0017] In some possible implementations, the first target information includes driving signals, road preview signals, vehicle attitude signals, and seat signals; based on the first target information, the environmental information within the target area at a first moment, the driver's driving intention, and the vehicle's first vehicle attitude are determined, including:

[0018] Based on the pre-defined correspondence between road preview signals and environmental information, determine the environmental information within the target area corresponding to the road preview signal;

[0019] Based on the preset correspondence between driving signals and driving intentions, determine the driving intention corresponding to the driving signal;

[0020] Based on the preset correspondence between vehicle attitude signals and vehicle attitudes, determine the first vehicle attitude corresponding to the vehicle attitude signal.

[0021] Based on the first target information, determine the driver's physical characteristics, including:

[0022] Based on the preset correspondence between seat signals and body shape characteristics, the body shape characteristics of the driver corresponding to the seat signal are determined.

[0023] In some possible implementations, the method also includes:

[0024] Acquire second target information collected by the vehicle's onboard sensors, wherein the second target information is information collected by the onboard sensors after the vehicle executes the first control command;

[0025] Send vehicle-side information to the cloud, including first target information, first control command, first control strategy, and second target information.

[0026] In some possible implementations, the method also includes:

[0027] The system receives a second control strategy sent from the cloud and replaces the first control strategy with the second control strategy. The second control strategy is a control strategy generated by the cloud based on the first target information in the vehicle terminal information to determine the aging status of the vehicle's on-board sensors; based on the first control command and the second target information to determine the aging status of the vehicle's actuators; and based on the first control command, the first control strategy, the aging status of the on-board sensors, and the aging status of the actuators.

[0028] In some possible implementations, the second control strategy is a control strategy sent by the cloud at preset time intervals.

[0029] Secondly, embodiments of this application also provide a dynamic balance drive device for a vehicle, comprising:

[0030] The acquisition module is used to control the vehicle's chassis motion control unit to acquire the first target information collected by the vehicle's onboard sensors;

[0031] The determination module is used to determine the environmental information, the driver's driving intention, and the vehicle's first vehicle posture within the target area at the first moment, based on the first target information.

[0032] The determination module is also used to determine the second vehicle posture at the second moment according to the driving intention based on environmental information and driving intention;

[0033] The acquisition module is also used to acquire the target safety driving force corresponding to the first vehicle posture and the second vehicle posture in the preset correspondence between the first vehicle posture, the second vehicle posture and the safety driving force;

[0034] The generation module is used to generate the first control command based on the driving intention, the target safety driving force, and the preset first control strategy.

[0035] The drive module is used to control the actuator and drive the vehicle according to the first control command.

[0036] In some possible implementations, the preset correspondence between the first vehicle posture, the second vehicle posture, and the safety driving force includes the correspondence between the first vehicle posture, the second vehicle posture, body features, and the safety driving force; the device also includes:

[0037] The determination module is also used to determine the driver's physical characteristics based on the first target information;

[0038] The acquisition module is also used to acquire the target safety driving force corresponding to the first vehicle posture and the second vehicle posture in a preset correspondence between the first vehicle posture, the second vehicle posture, and the safety driving force, including:

[0039] The acquisition unit is used to acquire the target safety driving force corresponding to the first vehicle posture, the second vehicle posture, body shape features and the safety driving force in a preset correspondence between the first vehicle posture, the second vehicle posture, the body shape features and the safety driving force.

[0040] In some possible implementations, the first target information includes driving signals, road preview signals, vehicle attitude signals, and seat signals; the determination module is used to determine, based on the first target information, the environmental information within the target area at a first moment, the driver's driving intention, and the vehicle's first vehicle attitude, including:

[0041] The determining unit is used to determine the environmental information within the target area corresponding to the road preview signal based on the preset correspondence between the road preview signal and environmental information;

[0042] The determining unit is also used to determine the driving intention corresponding to the driving signal based on the preset correspondence between driving signals and driving intentions;

[0043] The determining unit is also used to determine the first vehicle posture of the vehicle corresponding to the vehicle posture signal based on the preset correspondence between the vehicle posture signal and the vehicle posture.

[0044] The determination module is also used to determine the driver's physical characteristics based on the first target information, including:

[0045] The determining unit is used to determine the body shape of the driver corresponding to the seat signal based on the preset correspondence between seat signals and body shape characteristics.

[0046] In some possible implementations, the device also includes a transmitting module:

[0047] The acquisition module is also used to acquire second target information collected by the vehicle's on-board sensors, wherein the second target information is information collected by the on-board sensors after the vehicle executes the first control command;

[0048] The sending module is used to send vehicle-side information to the cloud, including first target information, first control command, first control strategy, and second target information.

[0049] In some possible implementations, the device also includes a receiving module:

[0050] The receiving module is used to receive the second control strategy sent by the cloud and replace the first control strategy with the second control strategy. The second control strategy is a control strategy generated by the cloud based on the first target information in the vehicle terminal information to determine the aging status of the vehicle's on-board sensors; based on the first control command and the second target information to determine the aging status of the vehicle's actuators; and based on the first control command, the first control strategy, the aging status of the on-board sensors, and the aging status of the actuators.

[0051] In some possible implementations, the second control strategy is a control strategy sent from the cloud at preset time intervals.

[0052] Thirdly, embodiments of this application also provide an electronic device, which includes a processor and a memory storing computer program instructions; when the processor executes the computer program instructions, it implements the dynamic balance drive method for a vehicle in the first aspect, or any possible implementation of the first aspect.

[0053] Fourthly, embodiments of this application also provide a computer storage medium storing computer program instructions, which, when executed by a processor, implement the dynamic balance drive method for a vehicle in the first aspect or any possible implementation of the first aspect.

[0054] Fifthly, embodiments of this application provide a computer program product in which instructions, when executed by a processor of an electronic device, enable the electronic device to perform the dynamic balance drive method for a vehicle in the first aspect or any possible implementation thereof.

[0055] The present application discloses a vehicle dynamic balance drive method, device, electronic device, and storage medium. The method controls the vehicle's chassis motion control unit to acquire first target information collected by the vehicle's on-board sensors. Then, based on the first target information, it determines the environmental information, the driver's driving intention, and the vehicle's first vehicle posture within the target area at a first moment. Based on the environmental information and the driving intention, it determines the vehicle's second vehicle posture at a second moment, which is driven according to the driving intention. Next, based on a preset correspondence between the first vehicle posture, the second vehicle posture, and the safety driving force, it acquires the target safety driving force corresponding to the first vehicle posture and the second vehicle posture. Finally, based on the driving intention, the target safety driving force, and a preset first control strategy, it generates a first control command and controls the actuator to drive the vehicle according to the first control command. A chassis motion control unit has been added to the vehicle. This unit integrates all control strategies and can determine environmental conditions based on sensor information, as well as real-time vehicle posture, real-time driving intention, and driver's body characteristics. It then obtains the corresponding safety driving force from the preset correspondence and can generate first control commands in the X, Y, and Z directions at the same time in combination with the preset first control strategy. This improves the coordination of vehicle balance control and enables coordinated control of the vehicle in the X, Y, and Z directions, thus enhancing the user experience. Attached Figure Description

[0056] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0057] Figure 1 This is a schematic diagram of the existing technology for driving and upgrading vehicles;

[0058] Figure 2 This is a schematic flowchart of a dynamic balance drive method for a vehicle provided in an embodiment of this application;

[0059] Figure 3 This is a schematic flowchart of another vehicle dynamic balance drive method provided in the embodiments of this application;

[0060] Figure 4 This is a schematic diagram of another vehicle dynamic balance drive method provided in an embodiment of this application;

[0061] Figure 5 This is a schematic diagram of another vehicle dynamic balance drive method provided in the embodiments of this application;

[0062] Figure 6 This is a schematic diagram of another vehicle dynamic balance drive method provided in the embodiments of this application;

[0063] Figure 7 This is a schematic flowchart of another vehicle dynamic balance drive method provided in an embodiment of this application;

[0064] Figure 8 This is a schematic diagram of a vehicle dynamic balance drive system provided in an embodiment of this application;

[0065] Figure 9 This is a schematic diagram of a vehicle dynamic balance drive device provided in an embodiment of this application;

[0066] Figure 10 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0067] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0068] It should be noted that, in this document, relational terms such as "first" and "second" are used merely 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 apparatus 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 apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0069] Existing technologies require multiple controllers to analyze the driver's driving intentions, road conditions, and X / Y / Z-direction attitudes when controlling vehicle motion. For example, controller_1 analyzes the driver's driving intentions, controller_2 analyzes the road conditions, controller_3 analyzes the vehicle's attitude in the X direction, controller_4 analyzes the vehicle's attitude in the Y direction, and controller_5 analyzes the vehicle's attitude in the Z direction.

[0070] Because different controllers are provided by different suppliers, their software functions are independent of each other. A single controller can only analyze a single function; for example, controller 3 can only analyze the vehicle's attitude in the X direction, not in the Y or Z directions. There is no interaction between the controllers, resulting in poor coordination in balance control and an inability to achieve coordinated control of the vehicle in the X, Y, and Z directions, thus impacting the user experience. Therefore, existing technologies suffer from poor coordination and a poor user experience when performing vehicle balance control.

[0071] Meanwhile, some existing technologies require manual software flashing when upgrading the controller's software. For example, the controller needs to be connected to an additional hardware programmer to complete the software upgrade, which is complicated and inefficient. Therefore, in other existing technologies, storing new software installation packages in the cloud allows for direct manual download of the packages to upgrade vehicle-side controllers, solving the problem of needing a hardware programmer connected to the vehicle-side controller for software updates. However, the new software installation packages need to be developed offline by different vendors, still requiring manual intervention, resulting in long development cycles and low efficiency. For example, it is necessary to conduct tests or actual user use to identify which controller's program has a problem. If controller_3's software has a problem and needs to be upgraded, the vendor's developers need to write the new software code offline and release it to the cloud before users can remotely download the updated software from the vehicle. The entire process only utilizes the cloud for software storage; software optimization for each controller still needs to be completed offline by the vendor's developers. The cloud does not participate in the optimization process of the vehicle chassis motion control software. Therefore, existing technologies still suffer from complex operations, long development cycles, and low efficiency when upgrading controller software.

[0072] Furthermore, because the driver's intention assessment, road condition assessment, and vehicle attitude assessment and dynamic balance control in the X / Y / Z directions are handled by different controllers supplied by different vendors, after upgrading controller_3, other controllers remain on lower software versions. This results in limited scope of system optimization, inconsistent optimization progress, and low overall performance optimization efficiency. For example, Figure 1 This refers to software upgrade methods for existing vehicle chassis motion controllers, such as... Figure 1As shown, current vehicle motion control generally revolves around controlling the vehicle's movement in the X, Y, and Z directions. Each of these directions corresponds to a different controller and actuator. For example, the power drive controller and braking controller independently control the vehicle's movement in the X direction, the steering controller independently controls the vehicle's movement in the Y direction, and the active suspension controller independently controls the vehicle's movement in the Z direction. Vehicle balance control is handled by different controllers. The optimization method for these controller software involves each control unit provider submitting an optimization application. After obtaining approval from the vehicle manufacturer's administrator, the provider's developers upload the offline-written software installation package to a cloud server. The vehicle's onboard communication terminal then downloads the software installation package via Over-The-Air (OTA) remote upgrade and transmits it to the corresponding upgrade target—a specific controller—through the chassis control domain gateway, thus upgrading the software of that controller. Therefore, after upgrading a single controller, other controllers remain at a lower software version, resulting in limited system optimization scope, inconsistent optimization progress, and low overall performance optimization efficiency.

[0073] Based on this, embodiments of this application provide a dynamic balance driving method, device, electronic device, and storage medium for vehicles, which can solve the problems of poor coordination and poor user experience when performing balance control on vehicles in the prior art. It can also solve the problems of complex operation, long development cycle, and low development efficiency caused by the need for developers from various suppliers to complete the upgrade of controller software offline, as well as the problems of limited scope of system optimization, inconsistent progress, and low overall performance optimization efficiency.

[0074] The dynamic balance drive method for vehicles provided in this application will be described in detail below with reference to the accompanying drawings.

[0075] Figure 2 This is a schematic flowchart of a dynamic balance drive method for a vehicle provided in an embodiment of this application, as shown below. Figure 2 As shown, the method may include steps S110 to S160.

[0076] S110 is the main control unit for controlling the vehicle's chassis motion, which acquires the first target information collected by the vehicle's onboard sensors.

[0077] The chassis motion control unit integrates functions such as analyzing the driver's driving intentions, road conditions, and X / Y / Z directional attitudes, and can replace multiple controllers from different providers. X can represent the forward / backward direction, Y the left / right direction, and Z the up / down direction.

[0078] Vehicle-mounted sensors refer to various sensors installed on vehicles to collect information.

[0079] The first target information refers to the information collected by the vehicle-mounted sensors, such as driving signals, road preview signals, vehicle attitude signals, and seat signals collected by the vehicle-mounted sensors. Among them, the vehicle attitude signals can include attitude signals in the X, Y, and Z directions.

[0080] Specifically, step S110 can be understood as follows: the vehicle's chassis motion control unit can uniformly acquire information such as driving signals, road preview signals, vehicle attitude signals, and seat signals collected by on-board sensors. It is no longer necessary for controller_1 to separately acquire and analyze driving signals, controller_2 to separately acquire and analyze road preview signals, controller_3 to separately acquire and analyze vehicle attitude signals in the X direction, controller_4 to separately acquire and analyze vehicle attitude signals in the Y direction, controller_5 to separately acquire and analyze vehicle attitude signals in the Z direction, and controller_6 to separately acquire and analyze seat signals. One chassis motion control unit can realize the acquisition and analysis of all sensor signals, replacing multiple controllers provided by different providers.

[0081] S120, based on the first target information, determine the environmental information within the target area at the first moment, the driver's driving intention, and the vehicle's first vehicle posture.

[0082] The first moment refers to the current moment, which can be denoted as time T1.

[0083] The target area refers to a certain area around the vehicle. In this embodiment of the application, the target area can be set based on the performance of the vehicle-mounted sensors. This is not limited in this embodiment of the application. For example, the target area can be an area within 100 meters around the vehicle.

[0084] Environmental information within the target area can include road information, obstacle information, and other environmental information surrounding the vehicle. For example, there might be a pothole 50 meters ahead, the distance to the vehicle in front might be less than 5 meters, or the road surface might be wet. Determining the environmental information within the target area enables 3D reconstruction and perception of road conditions, prediction of wheel trajectory elevation curves, and detection of road type. This allows the vehicle's semi-active or active suspension system to independently adjust the damping coefficients of each wheel's shock absorbers, the overall height of the vehicle body, and the vehicle's driving mode in real time. For instance, by assessing the road conditions, control commands can be sent to actuators to control the vehicle's height (Z-direction) balance. The actuators in the Z-direction can include the ESP air spring system and active shock absorbers, thereby achieving adaptive control of the vehicle body in the vertical direction.

[0085] The driver's driving intention can be determined by vehicle sensors such as the accelerator pedal sensor, brake pedal sensor, steering wheel angle sensor, and gear position switch, which collect driving information such as accelerator pedal signal, brake pedal signal, and gear position switch signal. The chassis motion control unit analyzes and judges this information in conjunction with the vehicle control strategy to determine the driver's driving intention.

[0086] The vehicle's first attitude refers to its current attitude in the X, Y, and Z directions, i.e., the vehicle attitude at time T1. Onboard sensors used to determine the vehicle attitude can include sensors for lateral acceleration, longitudinal acceleration, vertical acceleration, vehicle yaw rate, vehicle height, and wheel speed signals. For example, onboard sensors used to determine the vehicle attitude in the X and Y directions can include wheel speed sensors, lateral acceleration sensors, longitudinal acceleration sensors, and steering angle sensors. Wheel speed sensors monitor the rotational speed of each wheel; lateral acceleration sensors monitor the centrifugal force during cornering; longitudinal acceleration sensors detect the longitudinal acceleration of the vehicle body; yaw rate sensors monitor the rotation of the vehicle body around its longitudinal axis; and steering angle sensors collect steering wheel angle signals. Onboard sensors used to determine the vehicle attitude in the Z direction can include vertical acceleration sensors, vehicle height sensors, and yaw rate sensors. Vertical acceleration sensors measure the trend of vehicle height changes, vehicle height sensors measure changes in vehicle height, and yaw rate sensors monitor the rotation of the vehicle body around its longitudinal axis.

[0087] Specifically, step S120 can be understood as the vehicle's chassis motion control unit determining the environmental information, driver's driving intention, and vehicle's first vehicle posture within the target area at the current time T1 based on the first target information collected by the vehicle's onboard sensors.

[0088] S130 determines the second vehicle posture at the second moment according to the driving intention, based on environmental information and driving intention.

[0089] The second moment refers to a future moment, which can be denoted as time T2.

[0090] The second vehicle attitude refers to the attitude of the vehicle in the X, Y, and Z directions at a certain time in the future, that is, the vehicle attitude at time T2, which can be called the second vehicle attitude.

[0091] Specifically, step S130 can be understood as the chassis motion control unit determining the vehicle posture at time T2 according to the driver's driving intention based on environmental information within the target area and the driver's driving intention. For example, if the driver wants to drive forward, and the chassis motion control unit detects a pothole based on the road conditions in front of the vehicle, it needs to determine the vehicle posture when the vehicle drives to the pothole according to the driving intention.

[0092] S140: Based on the preset correspondence between the first vehicle posture, the second vehicle posture, and the safety driving force, obtain the target safety driving force corresponding to the first vehicle posture and the second vehicle posture.

[0093] The preset correspondence between the first vehicle posture, the second vehicle posture, and the safety driving force refers to the relationship between the vehicle posture at time T1, the vehicle posture at time T2, and the safety driving force. It can be used to improve the driver's safety under the vehicle posture at time T1 and time T2.

[0094] Specifically, step S140 can be understood as follows: the chassis motion control unit can obtain the vehicle posture at time T1 and the vehicle posture at time T2 corresponding to the preset correspondence between the first vehicle posture, the second vehicle posture and the safety driving force. This safety driving force can be called the target safety driving force. By analyzing the vehicle posture at time T1 and the vehicle posture at time T2, the safety driving force is determined, thereby improving the personal safety of the user.

[0095] In some embodiments, such as Figure 3 As shown, the preset correspondence between the first vehicle posture, the second vehicle posture, and the safety driving force includes the correspondence between the first vehicle posture, the second vehicle posture, body shape characteristics, and the safety driving force; step S120 further includes:

[0096] Based on the first target information, determine the driver's physical characteristics;

[0097] Step S140 involves obtaining the target safety driving force corresponding to the first vehicle posture and the second vehicle posture from a preset correspondence between the first vehicle posture, the second vehicle posture, and the safety driving force, including:

[0098] Based on the preset correspondence between the first vehicle posture, the second vehicle posture, body shape characteristics, and the safety driving force, the target safety driving force corresponding to the first vehicle posture, the second vehicle posture, and the body shape characteristics is obtained.

[0099] It should be noted that, according to the inventors' research, different drivers have different body types, and drivers of different body types can withstand different forces. Considering driver comfort and safety, personalized drive force output can be provided based on the driver's body type, thereby improving user comfort and safety. Body type characteristics can include weight and body shape. For example, drivers of the same weight but different body shapes can be identified as pregnant. In this case, the corresponding drive force must not only ensure the driver's comfort but also the safety of the pregnant woman. Therefore, different safety drive forces corresponding to different weights and body shapes can further meet user needs.

[0100] Body shape characteristics can include the driver's weight characteristics, for example, driver_1's body shape characteristics are weight 50kg. Furthermore, body shape characteristics can also include the driver's body shape characteristics, for example, driver_1 is thin, or driver_1's body shape can be used to determine that she is pregnant. Different body shapes correspond to different forces, thereby ensuring the driver's safety and comfort.

[0101] The correspondence between the first vehicle posture, the second vehicle posture, body shape characteristics, and the safety driving force refers to the fact that different vehicle postures at time T1 and time T2, and different driver body shape characteristics, correspond to different safety driving forces. This can not only improve the safety of the driver under the vehicle postures at time T1 and time T2, but also improve the safety of drivers of different body shapes under the same vehicle postures at time T1 and time T2. The safety driving force in this correspondence can be set based on requirements, and is not limited in this embodiment.

[0102] Specifically, based on the first target information, the environmental information within the target area at time T1, the driver's driving intention, and the vehicle's first vehicle posture can be determined, as well as the driver's body shape characteristics. Step S140 may include: in the preset "correspondence relationship between the first vehicle posture, the second vehicle posture, body shape characteristics, and the safety driving force," the target safety driving force corresponding to the vehicle posture at time T1, the vehicle posture at time T2, and the driver's body shape characteristics can be obtained, and the safety driving force can be determined by analyzing the body shape characteristics. This embodiment of the application, based on the driving intention and focusing on passenger comfort and safety experience as the control objectives, utilizes a centralized chassis motion control unit. Through processing such as driving intention judgment, road condition recognition, vehicle motion posture judgment, and passenger individual physical characteristics recognition, the control objectives of each execution unit in the X / Y / Z directions of the vehicle are obtained through calculation. Simultaneously, the vehicle's posture and motion trend signals are collected to continuously correct the control objectives, ensuring that the vehicle's dynamic balance is always controlled within the driver's comfort and safety experience zone, thereby improving user comfort and safety.

[0103] In some embodiments, the first target information includes driving signals, road preview signals, vehicle attitude signals, and seat signals; based on the first target information, determining the environmental information within the target area at a first moment, the driver's driving intention, and the vehicle's first vehicle attitude includes:

[0104] Based on the pre-defined correspondence between road preview signals and environmental information, determine the environmental information within the target area corresponding to the road preview signal;

[0105] Based on the preset correspondence between driving signals and driving intentions, determine the driving intention corresponding to the driving signal;

[0106] Based on the preset correspondence between vehicle attitude signals and vehicle attitudes, determine the first vehicle attitude corresponding to the vehicle attitude signal.

[0107] Based on the first target information, determine the driver's physical characteristics, including:

[0108] Based on the preset correspondence between seat signals and body shape characteristics, the body shape characteristics of the driver corresponding to the seat signal are determined.

[0109] Specifically, the vehicle's chassis motion control unit can determine the environmental information within the target area corresponding to the road preview signal based on the preset correspondence between the road preview signal and environmental information; it can determine the driving intention corresponding to the driving signal based on the preset correspondence between the driving signal and the driving intention; it can also determine the vehicle posture corresponding to the vehicle posture signal based on the preset correspondence between the vehicle posture signal and the vehicle posture; and it can determine the driver's body characteristics corresponding to the seat signal based on the preset correspondence between the seat signal and body characteristics. The chassis motion control unit can uniformly acquire sensor signals such as the road preview signal, driving signal, and vehicle posture signals in the X / Y / Z directions. Through multiple stored correspondences, it can uniformly analyze and obtain the environmental information within the target area at time T1, the driver's driving intention, the vehicle's first vehicle posture, and the driver's body characteristics. This replaces multiple controllers provided by different providers, resulting in a smaller size and lower cost. This application can uniformly store all correspondences, achieving unified management and solving the problem in existing technologies where each correspondence is stored in different controllers and cannot be managed uniformly.

[0110] S150 generates a first control command based on driving intention, target safety driving force, and preset first control strategy.

[0111] The preset first control strategy refers to the overall control strategy pre-stored in the vehicle's chassis motion control unit. This overall control strategy can be called the first control strategy. Upgrading the software of the chassis motion control unit mainly involves upgrading the first control strategy.

[0112] It should be noted that the first control strategy prioritizes driver comfort and personal safety, using the target safety driving force as the threshold for driving the vehicle, thereby better ensuring user safety.

[0113] Specifically, step S150 can be understood as follows: after finding the target safety driving force corresponding to the vehicle posture at time T1 and the vehicle posture at time T2, or after finding the target safety driving force corresponding to the vehicle posture at time T1, the vehicle posture at time T2, and the driver's body characteristics, the vehicle's chassis motion control unit can generate a control command based on the driving intention, the target safety driving force, and a preset first control strategy. This control command can be called the first control command. For example, if the ideal driving force of the driving intention in the X direction is greater than the target safety driving force, it means that driving the vehicle according to the ideal driving force of the driving intention will cause user discomfort or even threaten the user's personal safety. In this case, it is necessary to control the vehicle to drive the vehicle with the target safety driving force, so as to ensure the user's personal safety while ensuring user comfort.

[0114] S160, the control actuator, drives the vehicle according to the first control command.

[0115] Specifically, step S160 can be understood as follows: after the vehicle's chassis motion control unit generates the first control command, the actuator can drive the vehicle according to the first control command.

[0116] In the dynamic balance drive method for vehicles provided in this application embodiment, the vehicle chassis motion control unit is controlled to obtain the first target information collected by the vehicle's on-board sensors. Then, based on the first target information, the environmental information, the driver's driving intention, and the vehicle's first vehicle posture within the target area at the first moment are determined. Based on the environmental information and the driving intention, the second vehicle posture at the second moment, in accordance with the driving intention, is determined. Next, in the preset correspondence between the first vehicle posture, the second vehicle posture, and the safety driving force, the target safety driving force corresponding to the first vehicle posture and the second vehicle posture is obtained. Then, based on the driving intention, the target safety driving force, and the preset first control strategy, a first control command is generated, and the actuator is controlled to drive the vehicle according to the first control command. A chassis motion control unit has been added to the vehicle. This unit integrates all control strategies and can determine environmental conditions based on sensor information, as well as real-time vehicle posture, real-time driving intention, and driver's body characteristics. It then obtains the corresponding safety driving force from the preset correspondence and can generate first control commands in the X, Y, and Z directions at the same time in combination with the preset first control strategy. This improves the coordination of vehicle balance control and enables coordinated control of the vehicle in the X, Y, and Z directions, thus enhancing the user experience.

[0117] In one example, such as Figure 4 As shown, the vehicle's balance control drive process is as follows:

[0118] 1) First, after the driver powers on the vehicle, the centralized chassis motion control unit receives signals from the seat pressure sensors. By detecting changes in seat pressure, it can determine the weight of the driver and passengers. It can also use the vehicle's built-in camera to determine the body shape of the driver and passengers, linking vehicle dynamic balance control to individual differences in the driver and passengers. This ensures that different drivers and passengers have a good comfort and safety experience during dynamic vehicle operation.

[0119] 2) Secondly, when the driver is driving the vehicle, the chassis motion control unit can identify the driver's driving intention through the vehicle's accelerator pedal, brake pedal, gear position signal, and steering wheel angle signal. By linking the vehicle's dynamic balance with the driving intention, the vehicle can respond to the driver's driving commands better and faster, while improving the vehicle's dynamic balance performance and enhancing the driver's control and comfort experience.

[0120] 3) The chassis motion control unit can also identify road conditions through road preview signals and perform real-time identification of road surface conditions. When the road surface conditions change, it can process the control commands of each actuator of the vehicle balance control in advance, making the vehicle balance state adjustment more timely and the response faster. This shortens the driver's adaptation time when the road surface conditions change and also improves safety performance.

[0121] The chassis motion control unit can also determine the vehicle's attitude and motion trend by collecting signals such as lateral acceleration, longitudinal acceleration, vertical acceleration, vehicle yaw rate, vehicle height, and wheel speed signals.

[0122] 4) The chassis motion control unit has a built-in model for balance control based on the driver's individual weight, such as a preset correspondence between the first vehicle posture, the second vehicle posture, body shape information, and the safety driving force. The corresponding safety driving force can be obtained from the preset correspondence. That is, by calculating the driver's posture and motion trend, the vehicle body control posture and motion trend control target can be determined.

[0123] 5) Based on the vehicle body control posture and motion trend control target, control commands are decomposed and sent to the execution units in the X, Y, and Z directions of the vehicle, such as each drive unit, each braking unit, each steering unit, and each active suspension unit.

[0124] 6) The centralized chassis motion control unit outputs control target commands to the actuators (drive unit, braking unit, electric steering unit, active suspension unit) in the X, Y, and Z directions of the vehicle.

[0125] 7) The actuators in the X, Y, and Z directions of the vehicle are controlled according to the control target commands (drive unit, braking unit, electric steering unit, active suspension unit).

[0126] 8) Determining the target of vehicle body control posture and motion trend control.

[0127] 9) On a flat road surface, the chassis motion control unit judges the vehicle's posture and motion trend in real time according to the driver's driving intention and keeps the vehicle moving in accordance with the driving intention. It also maps the driver's weight to the driver balance control model. By calculating the driver's balance state and motion trend, the control target is output to the actuators in the X, Y and Z directions of the vehicle body, namely the drive unit, braking unit, steering unit and active suspension unit, to control the vehicle posture and motion trend. The control target is continuously optimized according to the control results to keep the vehicle balance within the comfort and safety experience range of the occupants. The control command is completed.

[0128] 10) When road conditions change, return to step 4. The chassis motion control unit judges and calculates the road conditions collected by the road preview module, and outputs the first control command to the actuator in advance to shorten the system response time and allow the vehicle to respond in time, thus minimizing the discomfort caused to the driver by changes in road conditions. Using a centralized chassis motion control unit to handle the judgment of the vehicle's driving intention, the judgment of road conditions, and the judgment of the vehicle's attitude and dynamic balance control in the X / Y / Z directions, it can coordinate the overall processing of the vehicle's driving intention and dynamic balance. Compared with the original method of handling vehicle balance by different controllers, the system has stronger coordination, more complete functions, and more timely response.

[0129] In another example, such as Figure 5 As shown, the vehicle's balance control drive process is as follows:

[0130] 1) The chassis motion control unit receives input signals, including accelerator pedal signal, brake pedal signal, gear signal, steering wheel angle signal; road pre-aiming signal; longitudinal acceleration sensor, lateral acceleration sensor, vertical acceleration sensor, yaw rate sensor, vehicle height sensor, wheel speed sensor; and seat pressure sensor.

[0131] 2) The chassis motion control unit determines the driving intention based on the accelerator pedal signal, brake pedal signal, gear signal, and steering wheel angle signal; determines the road condition based on the road preview signal; determines the vehicle's motion posture based on the longitudinal acceleration sensor, lateral acceleration sensor, vertical acceleration sensor, yaw rate sensor, vehicle height sensor, and wheel speed sensor; and determines the driver's physical characteristics based on the seat pressure sensor.

[0132] 3) The chassis motion control unit outputs the first control command, including the braking control target of the four wheels, the control target of the four suspensions, the driving torque target, and the steering angle target.

[0133] 4) The execution unit executes the first control command to change the vehicle's posture and motion trend: the braking unit controls the braking of the four wheels according to the braking control target of the four wheels; the fully active suspension controls the active shock absorbers of the four wheels according to the control target of the four suspensions; the drive unit drives the vehicle according to the driving torque target; and the electric steering unit controls the vehicle's steering according to the steering angle target.

[0134] 5) The chassis motion control unit collects vehicle posture and motion trend signals and corrects the first control command. A chassis motion control unit has been added to the vehicle. This unit integrates all control strategies and can determine not only the environmental conditions based on sensor information, but also the real-time vehicle posture, real-time driving intention, and driver's body characteristics. It then obtains the corresponding safety driving force from the preset correspondence and can generate the first control command in the X / Y / Z directions at the same time, which improves the coordination of vehicle balance control and realizes coordinated control of the vehicle in the X / Y / Z directions. This enhances the user experience and links the vehicle's dynamic balance with individual driver differences, ensuring that different drivers can have a good comfort and safety experience during dynamic vehicle operation.

[0135] In some embodiments, such as Figure 6 As shown, the dynamic balance drive method of this vehicle also includes:

[0136] S170, acquire the second target information collected by the vehicle's on-board sensors, wherein the second target information is the information collected by the on-board sensors after the vehicle executes the first control command; send vehicle-side information to the cloud, wherein the vehicle-side information includes the first target information, the first control command, the first control strategy, and the second target information.

[0137] The second target information refers to the information collected by the vehicle's onboard sensors after the vehicle executes the first control command. For example, the actuator is equipped with sensors that can collect the execution result information of the actuator.

[0138] Specifically, after the actuator drives the vehicle according to the first control command, it also needs to obtain the driving result, that is, the vehicle execution result, such as obtaining the second target information collected by the vehicle's on-board sensors, which is helpful for subsequent analysis of the actuator's aging degree, thereby adjusting the first control strategy.

[0139] It should be noted that, according to the inventors' research, existing vehicle chassis control units, limited by the chip's storage and computing capabilities, cannot analyze data from sensors and actuators throughout the vehicle's lifecycle. They also cannot proactively optimize the chassis's motion control software based on the aging of sensors and actuators. Furthermore, existing vehicle chassis motion control software cannot participate in analyzing the operation of the same controller in other vehicles; individual components cannot participate in group analysis, cannot compare differences between individuals and groups, and cannot leverage the strengths of the group. Therefore, a chassis motion master control unit can be established at the vehicle end to uniformly handle vehicle driving intention recognition, road environment recognition, vehicle posture judgment, vehicle X / Y / Z directional control calculations, and control command output. Simultaneously, the cloud can be fully utilized to establish a mapping based on the physical motion master control unit in the cloud. By storing historical data in the cloud and proactively optimizing the chassis's motion control software based on the aging of sensors and actuators, comparing differences between individuals and groups, and leveraging the strengths of the group, the software optimization efficiency is higher and the effect is better.

[0140] In some embodiments, such as Figure 7 As shown, the dynamic balance drive method of this vehicle also includes:

[0141] S180, receive the second control strategy sent by the cloud, and replace the first control strategy with the second control strategy. The second control strategy is a control strategy generated by the cloud based on the first target information in the vehicle terminal information to determine the aging status of the vehicle's on-board sensors; based on the first control command and the second target information to determine the aging status of the vehicle's actuators; and based on the first control command, the first control strategy, the aging status of the on-board sensors, and the aging status of the actuators.

[0142] It should be noted that the inventors discovered that sensors and actuators are both hardware products, and hardware products have a limited lifespan. Their accuracy deteriorates over time, and the aging degree of temperature sensors varies between different vehicles. The degree of aging can be simply understood as a measure of accuracy; different aging degrees result in different accuracy. Therefore, the control strategy can be adjusted based on the aging degree of the sensors and actuators in different vehicles, essentially a calibration process for the sensors and actuators, further ensuring user safety. For example, the first target information includes the current information of the temperature sensor. At the factory stage, the temperature sensor is considered to have the highest accuracy, with a current range of 5–20 mA. 5 mA corresponds to a temperature of -40℃, and 20 mA corresponds to a temperature of 100℃. After a period of user use, if the current range of the temperature sensor is 6–24 mA, it indicates that the temperature sensor's accuracy has deteriorated, indicating a higher degree of aging, which can seriously affect user safety. Therefore, based on the sensor aging pattern, the corresponding relationship can be adjusted so that 6 mA corresponds to a temperature of -40℃ and 24 mA corresponds to a temperature of 100℃, thus obtaining more accurate temperatures.

[0143] Specifically, the cloud can determine the aging status of the vehicle's onboard sensors based on the first target information in the vehicle-side information sent by the vehicle. For example, the first target information includes the current information of the temperature sensor. In the initial stage of use, the temperature sensor has high accuracy, with a current range of 5 to 20 mA, corresponding to a temperature range of -40 to 100°C. After a period of use, the current range of the temperature sensor is 6 to 24 mA, which indicates that the accuracy of the temperature sensor has deteriorated and the temperature sensor is aging to a high degree.

[0144] Simultaneously, the cloud can also determine the aging status of the vehicle's actuators based on the first control command and second target information sent from the vehicle terminal. For example, the first control command includes control commands in the X, Y, and Z directions. At the factory stage, it can be assumed that the actuators will strictly execute the first control command, meaning the vehicle will drive strictly according to the driving force F1 of the first control command. However, after a period of use, such as after N years, or due to different driving habits of different drivers, the actuators will age to varying degrees. At this point, it is necessary to determine the magnitude of the driving force F1' given to the actuator by the first control command based on the degree of actuator aging, and F1' > F1. In other words, an instruction of F1' is needed to the actuator to make the vehicle drive with the ideal force of F1. For example, if the road ahead is uphill, and the driving force in the first control command is F1, F1 can be appropriately adjusted according to the degree of actuator aging to drive the vehicle with the force of F1', ensuring driver comfort and personal safety while also ensuring normal vehicle operation.

[0145] Then, the cloud can generate a second control strategy based on the first control command, the first control strategy, and the aging status of the on-board sensors and actuators. In this embodiment, the cloud can automatically analyze the aging levels of sensors and actuators through vehicle-side information, and adjust the control strategy of a single vehicle in a personalized manner according to different sensor and actuator aging levels. This eliminates the need for developers to write software offline, solving the problems of long software optimization cycles and low efficiency.

[0146] In one embodiment, the cloud can not only analyze the vehicle-side information of a single vehicle to upgrade its control strategy, but also acquire vehicle-side information from multiple vehicles, identify commonalities, and further optimize the control strategy. For example, the cloud can acquire the geographical location information of the vehicles, classify multiple vehicles according to their geographical location, and then generate a second control strategy for vehicles in the same geographical location based on the first control command, first control strategy, aging status of onboard sensors, and aging status of actuators. In this embodiment, geographical features are added to the analysis of the second control strategy. By analyzing the geographical commonalities of multiple vehicles, grouping vehicles in the same geographical location into a group, and then determining the second control strategy for vehicles in the same geographical location, a chassis motion control method more suitable for the driver's personalized needs can be obtained, further satisfying user requirements.

[0147] In another embodiment, the cloud can also obtain the type of weather information at the vehicle's location. Based on this type of weather information, the vehicle-side information of multiple vehicles is categorized to obtain vehicle-side information under the same weather conditions. Then, based on the aging status of the onboard sensors and actuators, the first control command in the vehicle-side information under the same weather conditions, and the first control strategy, a second control strategy is generated. In this embodiment, weather information is added to the analysis of the second control strategy, allowing for optimization of the second control strategy according to different weather conditions. This results in a chassis motion control method more suitable for the driver's personalized needs, further satisfying user requirements. This solves the problem that existing vehicle chassis motion control software cannot participate in analyzing the operation of the same controller in other vehicles, individuals cannot participate in group analysis, cannot compare differences between individuals and groups, and cannot learn from the advantages of the group.

[0148] In some embodiments, the second control strategy is a control strategy sent by the cloud at preset time intervals.

[0149] Specifically, the software optimization performs autonomous optimization at regular intervals, enabling the chassis motion control software to automatically perform optimization and upgrades during actual user operation via a cloud-based digital twin platform after factory settings are completed. This eliminates the need for users to remotely download and install packages for individual controller software upgrades. Furthermore, it allows for the optimization of all software programs at once. For example, it can optimize the second control strategy based on the different aging levels of all types of sensors, solving the problems of limited software optimization scope, inconsistent optimization progress, and low overall performance optimization efficiency that can only be optimized for a single controller.

[0150] In one embodiment, the structural block diagram of the vehicle's drive system is as follows: Figure 8 As shown, a new chassis motion control unit is created on the vehicle side to uniformly handle vehicle driving intention recognition, road surface recognition, vehicle posture judgment, and control calculations and command output in the X / Y / Z directions. Simultaneously, a mapping based on the physical motion control unit is established in the cloud. The vehicle motion control unit can send sensor data and actuator control commands collected on the vehicle, as well as overall chassis motion data, to the cloud-based chassis motion control digital twin platform. The cloud-based chassis digital twin platform analyzes and processes historical operating data within the same vehicle's lifecycle, as well as historical data from other vehicles, continuously optimizing the system. The optimized software is then transmitted from the cloud back to the vehicle, completing the vehicle-side software optimization.

[0151] Specifically, the main functions of the system are as follows:

[0152] The chassis motion control unit (CCU) is responsible for the unified recognition of driving intentions, road surface, driver characteristics, vehicle posture, and the calculation and output of control commands in the X, Y, and Z directions. It is the central processing unit for chassis motion control, coordinating all the execution units within the chassis motion control system. The chassis motion control software is integrated into the CCU, enabling the transmission of sensor data collected on-vehicle, actuator control commands, and overall chassis motion data to the cloud.

[0153] The chassis motion control digital twin platform is essentially a cloud-based mapping of the chassis motion control unit. It can store historical data from the chassis motion control unit of a single vehicle throughout its entire lifecycle, from manufacturing to scrapping, as well as historical data from other vehicles. Based on optimization directions, it analyzes and processes the chassis motion data of individual vehicles and groups of vehicles, continuously optimizing it. Simultaneously, the optimized data is remotely downloaded to the vehicles via mobile networks. This continuous automatic optimization and upgrade ensures the ongoing improvement of the vehicle's chassis motion control unit software.

[0154] In one example, the chassis motion control unit software optimization process is as follows:

[0155] 1) The chassis motion control unit software is put into use after being factory-set.

[0156] 2) The chassis motion control software continuously sends vehicle sensor data, vehicle actuator data, and vehicle chassis motion data to the cloud.

[0157] 3) The cloud-based chassis motion control digital twin platform analyzes chassis motion control data from a single vehicle and all operating vehicles. Firstly, it analyzes the differences in data after a single vehicle has been running for a period of time, identifying data discrepancies due to component break-in and aging, and optimizing software parameters in the cloud. Secondly, it analyzes data from chassis motion control units of different vehicles to identify common characteristics for optimization, such as regional and climatic operating characteristics. It can also analyze the impact of different driver characteristics on vehicle chassis motion, finding chassis motion control methods more suitable for individual driver needs, ultimately forming optimized chassis motion control software in the cloud.

[0158] 4) The chassis motion control digital twin platform transmits the cloud-optimized chassis motion control software to the vehicle-side chassis motion control unit via mobile network for software optimization and upgrade.

[0159] 5) The above software optimizations are performed autonomously at regular intervals, so that after the chassis motion control software completes the factory settings, it participates in the meeting through the cloud digital twin platform and automatically performs optimization and upgrades during the user's actual operation.

[0160] Figure 9 This application also provides a dynamic balance drive device for vehicles, such as... Figure 9 As shown, the device 900 may include an acquisition module 910, a determination module 920, a generation module 930, and a driving module 940.

[0161] The acquisition module 910 is used to control the vehicle's chassis motion control unit and acquire the first target information collected by the vehicle's on-board sensors.

[0162] The determination module 920 is used to determine the environmental information, the driver's driving intention, and the vehicle's first vehicle posture within the target area at the first moment, based on the first target information.

[0163] The determination module 920 is also used to determine the second vehicle posture at the second moment according to the driving intention based on environmental information and driving intention;

[0164] The acquisition module 910 is also used to acquire the target safety driving force corresponding to the first vehicle posture and the second vehicle posture in the preset correspondence between the first vehicle posture, the second vehicle posture and the safety driving force;

[0165] The generation module 930 is used to generate a first control command based on driving intention, target safety driving force and preset first control strategy;

[0166] The drive module 940 is used to control the actuator and drive the vehicle according to the first control command.

[0167] In the dynamic balance drive device for vehicles provided in this application embodiment, the device obtains first target information collected by the vehicle's on-board sensors by controlling the vehicle's chassis motion control unit. Then, based on the first target information, it determines the environmental information, the driver's driving intention, and the vehicle's first vehicle posture within the target area at a first moment. Based on the environmental information and the driving intention, it determines the second vehicle posture at a second moment, in accordance with the driving intention. Next, based on the preset correspondence between the first vehicle posture, the second vehicle posture, and the safety driving force, it obtains the target safety driving force corresponding to the first vehicle posture and the second vehicle posture. Finally, based on the driving intention, the target safety driving force, and the preset first control strategy, it generates a first control command and controls the actuator to drive the vehicle according to the first control command. A chassis motion control unit has been added to the vehicle. This unit integrates all control strategies and can determine environmental conditions based on sensor information, as well as real-time vehicle posture, real-time driving intention, and driver's body characteristics. It then obtains the corresponding safety driving force from the preset correspondence and can generate first control commands in the X, Y, and Z directions at the same time in combination with the preset first control strategy. This improves the coordination of vehicle balance control and enables coordinated control of the vehicle in the X, Y, and Z directions, thus enhancing the user experience.

[0168] In some embodiments, the preset correspondence between the first vehicle posture, the second vehicle posture, and the safety driving force includes the correspondence between the first vehicle posture, the second vehicle posture, body shape characteristics, and the safety driving force; the device further includes:

[0169] The determination module is also used to determine the driver's physical characteristics based on the first target information;

[0170] The acquisition module is also used to acquire the target safety driving force corresponding to the first vehicle posture and the second vehicle posture in a preset correspondence between the first vehicle posture, the second vehicle posture, and the safety driving force, including:

[0171] The acquisition unit is used to acquire the target safety driving force corresponding to the first vehicle posture, the second vehicle posture, body shape features and the safety driving force in a preset correspondence between the first vehicle posture, the second vehicle posture, the body shape features and the safety driving force.

[0172] In some embodiments, the first target information includes driving signals, road preview signals, vehicle attitude signals, and seat signals; the determining module is configured to determine, based on the first target information, environmental information within the target area at a first moment, the driver's driving intention, and the vehicle's first vehicle attitude, including:

[0173] The determining unit is used to determine the environmental information within the target area corresponding to the road preview signal based on the preset correspondence between the road preview signal and environmental information;

[0174] The determining unit is also used to determine the driving intention corresponding to the driving signal based on the preset correspondence between driving signals and driving intentions;

[0175] The determining unit is also used to determine the first vehicle posture of the vehicle corresponding to the vehicle posture signal based on the preset correspondence between the vehicle posture signal and the vehicle posture.

[0176] The determination module is also used to determine the driver's physical characteristics based on the first target information, including:

[0177] The determining unit is used to determine the body shape of the driver corresponding to the seat signal based on the preset correspondence between seat signals and body shape characteristics.

[0178] In some embodiments, the device further includes a transmitting module:

[0179] The acquisition module is also used to acquire second target information collected by the vehicle's on-board sensors, wherein the second target information is information collected by the on-board sensors after the vehicle executes the first control command;

[0180] The sending module is used to send vehicle-side information to the cloud, including first target information, first control command, first control strategy, and second target information.

[0181] In some embodiments, the device further includes a receiving module:

[0182] The receiving module is used to receive the second control strategy sent by the cloud and replace the first control strategy with the second control strategy. The second control strategy is a control strategy generated by the cloud based on the first target information in the vehicle terminal information to determine the aging status of the vehicle's on-board sensors; based on the first control command and the second target information to determine the aging status of the vehicle's actuators; and based on the first control command, the first control strategy, the aging status of the on-board sensors, and the aging status of the actuators.

[0183] In some embodiments, the second control strategy is a control strategy sent by the cloud at preset time intervals.

[0184] The various modules in the vehicle drive system provided in this application embodiment can achieve... Figures 1 to 8 The functions of each step in the provided dynamic balance drive method for vehicles, and the corresponding technical effects they achieve, will not be elaborated here for the sake of brevity.

[0185] Figure 10 A schematic diagram of the hardware structure of the dynamic balance drive device for a vehicle provided in an embodiment of this application is shown.

[0186] The drive unit of a vehicle may include a processor 1001 and a memory 1002 storing computer program instructions.

[0187] Specifically, the processor 1001 may include a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0188] Memory 1002 may include mass storage for data or instructions. For example, and not limitingly, memory 1002 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where suitable, memory 1002 may include removable or non-removable (or fixed) media. Where suitable, memory 1002 may be internal or external to the vehicle's drive system. In a particular embodiment, memory 1002 is a non-volatile solid-state memory.

[0189] Memory may include read-only memory (ROM), random access memory (RAM), disk storage media devices, optical storage media devices, flash memory devices, and electrical, optical, or other physical / tangible memory storage devices. Therefore, typically, memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to one aspect of this disclosure.

[0190] The processor 1001 reads and executes computer program instructions stored in the memory 1002 to implement any of the vehicle dynamic balance drive methods in the above embodiments.

[0191] In one example, the vehicle's drive system may also include a communication interface 1003 and a bus 1004. Wherein, as... Figure 10 As shown, the processor 1001, memory 1002, and communication interface 1003 are connected through bus 1004 and complete communication with each other.

[0192] The communication interface 1003 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0193] Bus 1004 includes hardware, software, or both, that couples components of a vehicle's drive system together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Linear Predictive Coding (LPC) bus, a memory bus, a MicroChannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (Peripheral Component Interconnect-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local Bus (VESA Local Bus, VLB) bus, or other suitable buses, or a combination of two or more of these. Where appropriate, bus 1004 may include one or more buses. Although specific buses are described and illustrated in the embodiments of this application, this application considers any suitable bus or interconnection.

[0194] This device can execute the vehicle dynamic balance drive method described in this application embodiment based on each unit / component in the vehicle's dynamic balance drive device, thereby achieving a combination of Figures 1 to 8 The described method for dynamic balance drive of a vehicle.

[0195] Furthermore, in conjunction with the vehicle dynamic balance drive method in the above embodiments, this application embodiment can provide a computer storage medium for implementation. The computer storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the vehicle dynamic balance drive methods in the above embodiments.

[0196] This application also provides a computer program product, wherein the instructions in the computer program product, when executed by the processor of an electronic device, cause the electronic device to perform various processes implementing any of the above-described embodiments of the dynamic balance drive method for a vehicle.

[0197] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0198] The functional blocks shown in the above-described block diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, read-only memory (ROM), flash memory, erasable read-only memory (EROM), floppy disks, compact disc read-only memory (CD-ROM), optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0199] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0200] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in 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, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0201] The above are merely specific embodiments of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A dynamic balance drive method for a vehicle, characterized in that, include: The chassis motion control unit of the vehicle controls the acquisition of the first target information collected by the vehicle's on-board sensors; Based on the first target information, determine the environmental information within the target area at the first moment, the driver's driving intention, and the first vehicle posture of the vehicle; Based on the environmental information and the driving intention, determine the second vehicle posture at the second moment when the vehicle is driving according to the driving intention; Based on the preset correspondence between the first vehicle posture, the second vehicle posture, and the safety driving force, obtain the target safety driving force corresponding to the first vehicle posture and the second vehicle posture. Based on the driving intention, the target safety driving force, and the preset first control strategy, a first control command is generated; The actuator is controlled to drive the vehicle according to the first control command.

2. The method according to claim 1, characterized in that, The preset correspondence between the first vehicle posture, the second vehicle posture, and the safe driving force includes the correspondence between the first vehicle posture, the second vehicle posture, body shape characteristics, and the safe driving force; the method further includes: Based on the first target information, determine the driver's physical characteristics; The step of obtaining the target safety driving force corresponding to the first vehicle posture and the second vehicle posture from the preset correspondence between the first vehicle posture, the second vehicle posture, and the safety driving force includes: Based on the preset correspondence between the first vehicle posture, the second vehicle posture, body shape features, and the safety driving force, the target safety driving force corresponding to the first vehicle posture, the second vehicle posture, and the body shape features is obtained.

3. The method according to claim 2, characterized in that, The first target information includes driving signals, road preview signals, vehicle attitude signals, and seat signals; the step of determining the environmental information within the target area at a first moment, the driver's driving intention, and the vehicle's first vehicle attitude based on the first target information includes: Based on the preset correspondence between road preview signals and environmental information, the environmental information within the target area corresponding to the road preview signal is determined; Based on the preset correspondence between driving signals and driving intentions, the driving intention corresponding to the driving signal is determined; Based on the preset correspondence between vehicle attitude signals and vehicle attitudes, the first vehicle attitude corresponding to the vehicle attitude signal is determined. Determining the driver's physical characteristics based on the first target information includes: Based on the preset correspondence between seat signals and body shape characteristics, the body shape characteristics of the driver corresponding to the seat signal are determined.

4. The method according to claim 1, characterized in that, Also includes: Acquire second target information collected by the vehicle's onboard sensors, wherein the second target information is information collected by the vehicle's onboard sensors after the vehicle executes the first control command; Send vehicle-side information to the cloud, wherein the vehicle-side information includes the first target information, the first control command, the first control strategy, and the second target information.

5. The method according to any one of claims 1 to 4, characterized in that, Also includes: The system receives a second control strategy sent from the cloud and replaces the first control strategy with the second control strategy. The second control strategy is a control strategy generated by the cloud based on the first target information in the vehicle information to determine the aging status of the vehicle's on-board sensors, the first control command and the second target information to determine the aging status of the vehicle's actuators, and the first control command, the first control strategy, the aging status of the on-board sensors and the aging status of the actuators.

6. The method according to claim 5, characterized in that, The second control strategy is a control strategy sent by the cloud at preset time intervals.

7. A drive system for a vehicle, characterized in that, include: The acquisition module is used to control the chassis motion control unit of the vehicle to acquire the first target information collected by the vehicle's on-board sensors; The determination module is used to determine, based on the first target information, the environmental information within the target area at a first moment, the driver's driving intention, and the first vehicle posture of the vehicle; The determining module is also used to determine the second vehicle posture at the second moment when the vehicle is driving according to the driving intention, based on the environmental information and the driving intention; The acquisition module is also used to acquire the target safety driving force corresponding to the first vehicle posture and the second vehicle posture in the preset correspondence between the first vehicle posture, the second vehicle posture and the safety driving force; The generation module is used to generate a first control command based on the driving intention, the target safety driving force, and a preset first control strategy; The drive module is used to control the actuator to drive the vehicle according to the first control command.

8. The apparatus according to claim 7, characterized in that, The preset correspondence between the first vehicle posture, the second vehicle posture, and the safe driving force includes the correspondence between the first vehicle posture, the second vehicle posture, body shape characteristics, and the safe driving force; the device further includes: The determining module is further configured to determine the physical characteristics of the driver based on the first target information; The acquisition module is also used to acquire the target safety driving force corresponding to the first vehicle posture and the second vehicle posture in the preset correspondence between the first vehicle posture, the second vehicle posture and the safety driving force, including: The acquisition unit is used to acquire the target safety driving force corresponding to the first vehicle posture, the second vehicle posture, the body shape feature, and the safety driving force from a preset correspondence between the first vehicle posture, the second vehicle posture, the body shape feature, and the safety driving force.

9. An electronic device, characterized in that, The electronic device includes: a processor and a memory storing computer program instructions; the processor, when executing the computer program instructions, implements the dynamic balance drive method for a vehicle as described in any one of claims 1 to 6.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program instructions that, when executed by a processor, implement the dynamic balance drive method for a vehicle as described in any one of claims 1 to 6.

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