Vehicle control method and system, storage medium, program product, equipment and vehicle

Abstract

The invention discloses a vehicle control method and system, a storage medium, a program product, equipment and a vehicle, and relates to the technical field of vehicles. The vehicle control method comprises the step of controlling an active suspension system of a vehicle to vibrate so as to assist the vehicle in power control. The active suspension system is controlled to vibrate to drive the wheels connected with the active suspension system to vibrate, so that the vibration of the wheels is matched with tire lines, the tire adhesive force of the wheels can be increased, slipping of the wheels can be avoided or relieved, a vehicle is further assisted in power control such as braking or driving, the power performance of the vehicle is guaranteed, and the service life of the vehicle is prolonged. And the driving safety of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle control method, system, storage medium, program product, device and vehicle. Background Technology

[0002] When a vehicle is driving on a wet or slippery surface, its tires are prone to slipping, making it difficult to maintain stable traction, or even causing a complete loss of traction. When tire traction is reduced or lost, the vehicle's braking and traction performance is severely affected, potentially leading to an inability to stop the vehicle in time or an inability to move it. This loss of control can easily cause accidents. Therefore, improving vehicle driving safety is a key technical challenge that the industry is currently focusing on researching. Summary of the Invention

[0003] This application provides a vehicle control method, system, storage medium, program product, device, and vehicle, which can ensure the vehicle's power performance and improve the vehicle's driving safety, thereby at least partially solving the above-mentioned technical problems.

[0004] To achieve the above objectives, according to a first aspect of this application, a vehicle control method is provided, the vehicle control method comprising: controlling the active suspension system of a vehicle to vibrate in order to assist the vehicle in power control.

[0005] Optionally, controlling the active suspension system of the vehicle to vibrate includes: controlling the active suspension system of the vehicle to vibrate periodically.

[0006] Optionally, controlling the active suspension system of the vehicle to vibrate periodically includes: controlling the active suspension system of the vehicle to vibrate periodically according to the excitation frequency.

[0007] Optionally, the vehicle control method further includes: determining the excitation frequency based on the tire's natural ground contact frequency.

[0008] Optionally, the periodic vibration lasts for N vibration cycles, where N is a positive integer greater than or equal to 2; and the amplitude of the active suspension system is different in at least two of the N vibration cycles.

[0009] Optionally, the amplitude of the active suspension system in the later vibration cycle is greater than the amplitude of the active suspension system in the earlier vibration cycle.

[0010] Optionally, controlling the active suspension system of the vehicle to vibrate in order to assist the vehicle in power control includes: controlling the active suspension system of the vehicle to vibrate in order to assist the braking system of the vehicle in stopping the vehicle.

[0011] Optionally, the vehicle control method further includes: controlling the vehicle's braking system to apply the brakes when parking conditions are met.

[0012] Optionally, the parking condition includes detecting that the driver has a braking intention.

[0013] Optionally, controlling the active suspension system of the vehicle to vibrate in order to assist the vehicle in power control includes: controlling the active suspension system of the vehicle to vibrate in order to assist the drive system of the vehicle in driving the vehicle.

[0014] Optionally, the vehicle control method further includes: controlling the vehicle's drive system to provide power when driving conditions are met.

[0015] Optionally, the driving conditions include detecting that the driver has no intention to brake.

[0016] Optionally, controlling the drive system of the vehicle to provide power includes: controlling the drive system of the vehicle to provide power according to a target driving torque.

[0017] Optionally, the vehicle control method further includes: determining the front axle drive torque and the rear axle drive torque based on the torque distribution coefficient and the total drive torque; wherein the target drive torque includes the front axle drive torque and the rear axle drive torque.

[0018] Optionally, the vehicle control method further includes: determining the torque distribution coefficient based on the vehicle's driving state parameters.

[0019] Optionally, the driving state parameters include at least one of the following: road surface adhesion coefficient, tire slip ratio, and road surface gradient.

[0020] Optionally, the vehicle control method further includes: detecting whether the driver has the braking intention based on the vehicle's power control parameters.

[0021] Optionally, the power control parameters include at least one of the following: gear position, brake pedal control parameters, and user operation parameters of the brake operation controls.

[0022] Optionally, controlling the active suspension system of the vehicle to vibrate in order to assist the vehicle in power control includes: when the vehicle meets the vibration control conditions, controlling the active suspension system of the vehicle to vibrate in order to assist the vehicle in power control.

[0023] Optionally, the vibration control conditions include at least one of the following: being on a wet and slippery road surface, being on a sloping road surface, or experiencing a runaway.

[0024] Optionally, the vehicle control method further includes: controlling the vehicle to steer in the event of a sideslip; wherein the steering direction of the vehicle is opposite to the sideslip direction.

[0025] Optionally, controlling the vehicle to steer includes: controlling the rear wheels of the vehicle to steer; wherein the steering direction of the rear wheels is opposite to the lateral slip direction of the vehicle.

[0026] Optionally, controlling the vehicle to steer includes: controlling the vehicle to steer according to a target turning angle.

[0027] Optionally, the vehicle control method further includes: determining the target turning angle based on the yaw rate of the vehicle.

[0028] Optionally, the vehicle control method further includes: detecting whether the vehicle is sideslipping based on the vehicle's yaw state parameters.

[0029] Optionally, the yaw state parameters include at least one of the following: steering wheel angle, yaw rate, and yaw center of mass sideslip angle.

[0030] Optionally, controlling the vehicle to steer in the event of a sideslip includes: controlling the vehicle to steer in the event of a slope roll and sideslip.

[0031] Optionally, the vehicle control method further includes: detecting whether the vehicle is slipping on a slope based on the vehicle's longitudinal motion parameters.

[0032] Optionally, the longitudinal motion parameters include at least one of the following: road surface slope, wheel speed difference, longitudinal acceleration, and the duration of the longitudinal acceleration.

[0033] Optionally, detecting whether the vehicle has rolled away based on the vehicle's longitudinal motion parameters includes: inputting the vehicle's longitudinal motion parameters into a rollaway detection model so that the rollaway detection model outputs a rollaway detection result; wherein the rollaway detection result is used to indicate whether the vehicle has rolled away.

[0034] According to a second aspect of this application, a vehicle control system is provided, the vehicle control system including a controller and an active suspension system; wherein the controller is used to: control the active suspension system to vibrate in order to assist the vehicle in power control.

[0035] Optionally, the vehicle control system further includes a braking system; wherein the controller is further configured to: control the braking system to brake; and control the active suspension system to vibrate to assist the braking system in stopping the vehicle.

[0036] Optionally, the vehicle control system further includes a drive system; wherein the controller is further configured to: control the drive system to provide power; and control the active suspension system to vibrate to assist the drive system in driving the vehicle.

[0037] Optionally, the vehicle control system further includes a steering system; wherein the controller is further configured to: control the steering system to steer in the event of a sideslip of the vehicle.

[0038] Optionally, the steering system includes the rear wheels of the vehicle.

[0039] Optionally, the vehicle control system further includes a first data acquisition module; wherein the first data acquisition module is used to send at least one of driving state parameters, power control parameters, yaw state parameters, and longitudinal motion parameters to the controller.

[0040] Optionally, the vehicle control system further includes a pre-aiming system; wherein the pre-aiming system is used to detect whether the vehicle is on a slippery road surface.

[0041] Optionally, the vehicle control system further includes a second data acquisition module; wherein the second data acquisition module is used to: send a driving road image to the pre-aiming system; the pre-aiming system is also used to: detect whether the vehicle is on a slippery road surface based on the driving road image.

[0042] According to a third aspect of this application, a computer-readable storage medium is provided having a computer program or instructions stored thereon, which, when executed by a processor, implement the vehicle control method described above.

[0043] According to a fourth aspect of this application, a computer program product is provided, comprising a computer program or instructions that, when executed by a processor, implement the vehicle control method as described above.

[0044] According to a fifth aspect of this application, an electronic device is provided, comprising: a memory having a computer program or instructions stored thereon; and a processor for executing the computer program or instructions in the memory to implement the vehicle control method as described above.

[0045] According to a sixth aspect of this application, a vehicle is provided, the vehicle including the electronic equipment described above, or including the vehicle control system described above.

[0046] In summary, the technical solution provided in this application, by controlling the vibration of the active suspension system, drives the vibration of the wheels connected to the active suspension system. This wheel vibration, in conjunction with the tire tread pattern, increases tire grip, preventing or reducing wheel slippage. This further assists the vehicle in braking or driving power control, ensuring vehicle power performance and improving driving safety. Furthermore, the technical solution provided in this application is compatible with existing vehicle configurations, exhibiting strong compatibility and adaptability.

[0047] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0048] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1 This is a flowchart of a vehicle control method provided in an embodiment of this application;

[0050] Figure 2 This is a schematic diagram of torque distribution provided in an embodiment of this application;

[0051] Figure 3 This is a schematic diagram of a braking intent detection method provided in an embodiment of this application;

[0052] Figure 4 This is a schematic diagram of a rear-wheel steering control provided in an embodiment of this application;

[0053] Figure 5 This is a schematic diagram of a sideslip detection method provided in an embodiment of this application;

[0054] Figure 6 This is a schematic diagram of a slope detection method provided in an embodiment of this application;

[0055] Figure 7 This is a schematic diagram of another rear-wheel steering control provided in an embodiment of this application;

[0056] Figure 8 This is a schematic diagram of a vehicle control system provided in an embodiment of this application;

[0057] Figure 9 This is a flowchart of another vehicle control method provided in an embodiment of this application;

[0058] Figure 10 This is a schematic diagram illustrating a vehicle control effect provided in an embodiment of this application;

[0059] Figure 11 This is a schematic diagram illustrating another vehicle control effect provided in an embodiment of this application;

[0060] Figure 12 This is a schematic diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0061] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0062] Common vehicle anti-rollover technologies include:

[0063] ARB (Anti-Roll Back): This system uses the stall function of the drive motor to achieve zero-speed control of the vehicle.

[0064] AVH (Auto Vehicle Hold): A hill start assist system developed based on ESP (Electronic Stability Program) and EPB (Electronic Parking Brake). For short-term parking, the ESP maintains pressure to achieve the parking function; for longer parking, the EPB locks the brake master cylinder pressure to clamp the brake calipers.

[0065] Sensor-based anti-slip slope system: Based on information collected by sensors, the drive system is actively controlled to achieve zero-speed control of the vehicle.

[0066] The common problems of the above anti-slippage technologies include: First, when the vehicle tires completely lose traction, neither the drive system nor the braking system can function; Second, when the vehicle's direction of travel deviates unexpectedly from the slope, the tire traction is further reduced, which may lead to slope skidding, and the above anti-slippage technologies cannot solve this problem.

[0067] The technical problem to be solved by the embodiments of this application includes the problem of vehicles slipping and sliding on the slope of epoxy flooring in underground garages, so as to improve vehicle safety.

[0068] ARB technology utilizes the stall function of the drive motor to achieve zero-speed control of the vehicle, thereby braking the vehicle to a stop and ensuring safety. However, on epoxy floor paved slopes in underground parking garages, especially when the slopes are wet, the tires are very prone to slipping or even losing traction, at which point the drive tires are no longer able to stop the vehicle.

[0069] AVH technology uses the pressure holding of ESP or the locking brake master cylinder pressure of EPB to achieve braking, but this technology also requires the tires to have a certain grip. Obviously, the epoxy flooring slope in the underground garage that has been rained on or has water accumulation cannot meet the ideal road adhesion coefficient.

[0070] Sensor-based anti-slip technology is similar to ARB technology; it cannot stop the vehicle by controlling the drive system when the road surface adhesion coefficient is not ideal.

[0071] In view of this, the embodiments of this application adopt active suspension vibration to break the water film effect on the road surface, restore tire adhesion, and synchronously coordinate with the drive system or braking system to stop the vehicle, significantly improving safety.

[0072] Besides the road surface adhesion coefficient, the prerequisite for the related technologies to function is that the vehicle's driving direction or the direction of slippage is consistent with the slope direction. However, on epoxy floor paved slopes in underground parking garages, vehicles may experience unexpected deflection or sideslip. If the vehicle's direction is not adjusted at this time, the tire adhesion will be further lost, making it difficult to ensure vehicle safety.

[0073] In view of this, the embodiments of this application adopt rear wheel steering, which controls the vehicle's driving direction or the direction of rolling when an unexpected yaw occurs, and prevents the vehicle from skidding after the direction of the vehicle deviates.

[0074] In addition, most related technologies use drive systems or braking systems for vehicle anti-rollover control. This application proposes for the first time a vehicle anti-rollover control based on drive-brake-steering-suspension fusion control, which improves vehicle safety control performance through multi-system collaboration.

[0075] In summary, the innovative points and beneficial effects of the embodiments of this application include:

[0076] Firstly, this application embodiment uses rear-wheel steering to correct for vehicles traveling in unexpected directions. It primarily addresses the problem of vehicles unexpectedly turning or skidding on epoxy floor slopes in underground parking lots. When vehicles lose tire traction, experience unexpected turning, or skid on epoxy floor slopes in underground parking lots, related technologies cannot solve this problem. However, this application embodiment considers the vehicle's direction of travel and actively adjusts the rear-wheel steering angle to help the vehicle return to its normal driving direction.

[0077] Secondly, this application's embodiment employs an active suspension to enhance tire grip. This primarily addresses the problem of tire loss of grip on epoxy floor slopes in underground parking lots. When vehicle tires lose grip on epoxy floor slopes in underground parking lots, the drive or braking system is difficult to activate; therefore, anti-rollover technologies in related technologies may not be able to assist in parking. However, this application's embodiment controls the active suspension to vibrate at a certain frequency, which, in conjunction with the tire tread pattern, breaks through the water film on the road surface, increasing tire grip. Combined with the drive or braking system for parking, this results in higher safety and wider adaptability.

[0078] Thirdly, this application provides a multi-system collaborative anti-rollback technology that integrates drive, braking, steering, and suspension. It primarily addresses the problem of vehicles rolling off epoxy flooring slopes in underground parking lots. Most related technologies use drive or braking systems to control vehicles on slopes. However, in certain extreme road conditions, such as when a vehicle sideslips or unexpectedly veers, the vehicle's direction is no longer horizontal or aligned with the slope while the tires lose traction. In such situations, the drive and braking systems are difficult to operate effectively. The technical solution provided in this application integrates rear-wheel steering to change the vehicle's direction, active suspension to increase tire grip, and then coordinates with the drive and braking systems to achieve parking control.

[0079] According to a first aspect of this application, embodiments of this application provide a vehicle control method.

[0080] Please see Figure 1 , Figure 1 This is a flowchart of a vehicle control method provided in an embodiment of this application. Figure 1 As shown, the vehicle control method may include:

[0081] Step S100: Control the vehicle's active suspension system to vibrate in order to assist the vehicle in power control.

[0082] An active suspension system is installed between the vehicle body and the wheels. By adjusting the height of the active suspension system, the vehicle height can be adjusted to control the vehicle's posture, damping effect, and driving stability, thereby improving vehicle comfort and handling performance. The active suspension system can adjust parameters such as suspension stiffness and damping to adapt to different road conditions and driving conditions. In some embodiments, the active suspension system includes, but is not limited to, air suspension systems, electromagnetic suspension systems, and hydraulic suspension systems.

[0083] In this embodiment, the vibration of the active suspension system can be controlled. Since the active suspension system is installed between the vehicle body and the wheels, its vibration can be transmitted to the wheels, causing them to vibrate. This wheel vibration, combined with the tire tread pattern, increases tire grip. For example, when the vehicle is on a wet or slippery surface such as water or ice, the wheel vibration, combined with the tire tread pattern, can break through the water film on the road surface, thereby increasing tire grip. By improving tire grip, wheel slippage can be avoided or reduced, further assisting the vehicle in braking or driving control, ensuring vehicle performance, and improving driving safety.

[0084] In summary, the technical solution provided in this application, by controlling the vibration of the active suspension system, drives the vibration of the wheels connected to the active suspension system. This wheel vibration, in conjunction with the tire tread pattern, increases tire grip, preventing or reducing wheel slippage. This further assists the vehicle in braking or driving power control, ensuring vehicle power performance and improving driving safety. Furthermore, the technical solution provided in this application is compatible with existing vehicle configurations, exhibiting strong compatibility and adaptability.

[0085] In some embodiments, step S100 may include: controlling the vehicle's active suspension system to vibrate when the vehicle meets vibration control conditions, in order to assist the vehicle in power control. By setting vibration control conditions, triggering the active suspension system to vibrate when the vibration control conditions are met can avoid invalid or meaningless vibrations in the active suspension system, enhance the necessity of vibration in the active suspension system, ensure the safety and comfort of the vehicle during normal driving, and ensure that the vehicle can control the active suspension system to vibrate in a timely manner when necessary, thereby improving the reliability of power performance.

[0086] This application does not limit the specific content of vibration control conditions, and they can be flexibly set according to actual needs. For example, vibration control conditions can be set from the perspective of environmental conditions (such as road surface conditions) and / or vehicle conditions (such as tire adhesion). In some embodiments, vibration control conditions include, but are not limited to, at least one of the following: being on a wet and slippery road surface, being on a sloping road surface, or experiencing a rollover. For example, when the vehicle is on a wet and slippery road surface and / or when the vehicle is rolling over, the active suspension system can be controlled to vibrate to assist in vehicle power control. By setting vibration control conditions including conditions where the vehicle is on a wet and slippery road surface, a slope, or a rollover, which are prone to wheel slippage, the necessity of controlling the vibration of the active suspension system can be further enhanced.

[0087] The vehicle can also detect wet / slippery road surfaces, sloping road surfaces, and slippage. For wet / slippery road surface detection, images of the road surface can be acquired, which can be images of the road in front of, to the side of, and / or behind the vehicle's direction of travel. The road surface type is identified based on the images to match the road surface adhesion coefficient. The road surface adhesion coefficient is then used to further determine whether the road surface is wet / slippery. For sloping road surface detection, the road surface slope (i.e., slope angle) can be acquired using slope sensors to further determine whether the road surface is sloping. For slippage detection, the vehicle's longitudinal motion parameters can be acquired to further determine whether slippage has occurred. For further details on wet / slippery road surface detection, sloping road surface detection, and slippage detection, please refer to the following embodiments; they will not be elaborated upon here.

[0088] In some embodiments, controlling the active suspension system of the vehicle to vibrate may include controlling the active suspension system of the vehicle to vibrate periodically. Periodic vibration enables precise adjustment of vibration, allowing vibration parameters to be adjusted in a timely manner according to changes in the current environmental conditions (such as road surface conditions) and the current vehicle conditions (such as tire adhesion), so that the wheels can effectively restore tire adhesion, thereby improving the accuracy and reliability of power control.

[0089] The periodic vibration of the active suspension system can last for N vibration cycles, where N is a positive integer greater than or equal to 2. That is, the periodic vibration of the active suspension system can last for at least two vibration cycles. Considering factors such as ensuring tire adhesion restoration, processing costs, and safety, a certain number of vibration cycles can be set for the periodic vibration. This application does not limit the specific number of vibration cycles; in practical applications, it can be flexibly set according to requirements. For example, N can be a positive integer greater than or equal to a first threshold and less than or equal to a second threshold, where the first threshold is less than the second threshold. The first threshold can be, for example, 2, 3, or 4, and the second threshold can be, for example, 5, 6, or 7.

[0090] In some embodiments, the amplitudes of the active suspension system are different in at least two of the N vibration cycles. That is, the active suspension system may have different amplitudes in a portion of the vibration cycles, while having the same amplitude in another portion; or, the active suspension system may have different amplitudes in any two vibration cycles. Taking the first and second vibration cycles of the N vibration cycles as an example, the amplitudes of the active suspension system are different in the first and second vibration cycles; wherein, the first and second vibration cycles can be two specific vibration cycles among the N vibration cycles, or any two vibration cycles among the N vibration cycles.

[0091] By controlling the active suspension system to vibrate with different amplitudes in at least two vibration cycles, the amplitude of the active suspension system can be flexibly adjusted, thereby adjusting the amplitude of the wheel and achieving flexible adjustment of tire adhesion.

[0092] In some embodiments, the amplitude of the active suspension system in a later vibration cycle is greater than the amplitude of the active suspension system in an earlier vibration cycle. That is, the amplitude of the active suspension system increases with the increase of the vibration cycle. The amplitude of the active suspension system can increase linearly or non-linearly, and this embodiment does not limit this. Taking the first and second vibration cycles out of N vibration cycles as an example, if the first vibration cycle precedes the second vibration cycle, then the amplitude of the active suspension system in the first vibration cycle is less than the amplitude of the active suspension system in the second vibration cycle.

[0093] By controlling the amplitude increase of the active suspension system in multiple consecutive vibration cycles, the amplitude of the wheel is increased, thereby gradually adjusting the tire adhesion to the expected level and improving safety and comfort during the adjustment process.

[0094] Based on comprehensive considerations of ensuring tire adhesion, safety, and comfort, certain value limits can be set for the amplitude of the active suspension system. This application embodiment does not limit the specific value of the amplitude; it can be flexibly set according to actual needs in practical applications. For example, in each vibration cycle, the amplitude of the active suspension system is greater than or equal to a first amplitude threshold and less than or equal to a second amplitude threshold, where the first amplitude threshold is less than the second amplitude threshold. The first amplitude threshold can be, for example, 1.5mm, 1.8mm, 2mm, or 2.5mm, and the second amplitude threshold can be, for example, 4.5mm, 4.7mm, 5mm, or 5.6mm.

[0095] Furthermore, a certain value limit can be set for the difference in amplitude of the active suspension system in two adjacent vibration cycles. This amplitude difference can be, for example, 0.3mm, 0.4mm, 0.5mm, or 0.7mm. The difference in amplitude of the active suspension system in any two adjacent vibration cycles can be the same or different; this embodiment does not limit this. For example, in the first vibration cycle, the amplitude of the active suspension system is 2mm; as the vibration cycle increases, the amplitude of the active suspension system increases by 0.5mm per cycle, with a maximum not exceeding 5mm.

[0096] In some embodiments, controlling the active suspension system of a vehicle to vibrate periodically may include: controlling the active suspension system of the vehicle to vibrate periodically according to the excitation frequency. By referencing the excitation frequency, a simple and efficient control method can be provided for periodic vibration.

[0097] The excitation frequency refers to the frequency of the driving force that causes vibration in the active suspension system. This application does not limit the specific value of the excitation frequency; it can be flexibly set according to requirements in practical applications. For example, the excitation frequency can be preset or default, or it can be determined in real time based on the current environmental conditions (such as road surface conditions) and the current vehicle conditions (such as tire adhesion).

[0098] In some embodiments, the vehicle control method described above may further include: determining an excitation frequency based on the tire's natural ground contact frequency. The tire's natural ground contact frequency refers to the natural vibration frequency of the vibration system of the tire-ground contact portion when the wheel is in contact with the ground, and is mainly determined by factors such as the tire's structure, material properties, inflation pressure, and contact condition with the ground. In this embodiment, the excitation frequency may have a mapping relationship with the tire's natural ground contact frequency; for example, the excitation frequency may be K times the tire's natural ground contact frequency. K can be a positive number greater than 1 to effectively increase tire adhesion. Based on comprehensive considerations of restoring tire adhesion, safety, and comfort, a certain value limit can be set for K. For example, K may be greater than or equal to a first mapping threshold and less than or equal to a second mapping threshold, where the first mapping threshold is less than the second mapping threshold. The first mapping threshold may be, for example, 1.1, 1.2, or 1.3, and the second mapping threshold may be, for example, 1.4, 1.5, or 1.7.

[0099] In some embodiments, step S100 above may include the following steps:

[0100] Step S110: Control the vehicle's active suspension system to vibrate in order to assist the vehicle's braking system in stopping the vehicle.

[0101] Vehicle power control can include controlling the braking system to brake. By controlling the vibration of the active suspension system, the wheels connected to the active suspension system can vibrate, thereby increasing the tire grip of the wheels. The increased friction between the wheels and the road surface, combined with the controlled braking system, can assist the braking system in stopping the vehicle. Under normal driving conditions, this can help the braking system stop the vehicle more quickly; on slippery roads or other conditions, it can prevent or reduce wheel slippage, ensuring the braking system can stop the vehicle and improving safety.

[0102] In some embodiments, the vehicle control method described above may further include: controlling the vehicle's braking system to apply the brakes when parking conditions are met. By setting parking conditions and controlling the braking system to apply the brakes when the parking conditions are met, driving safety can be further improved, and accidents caused by sudden braking or untimely braking can be avoided.

[0103] It should be understood that the embodiments of this application can also use the stall function of the drive motor for braking, so that when the parking conditions are met, the drive motor of the vehicle can be controlled to stall to achieve braking; in addition, the active suspension system of the vehicle can be controlled to vibrate to assist the stall function of the drive motor and thus stop the vehicle.

[0104] This application does not limit the specific content of the parking conditions in its embodiments, and can be flexibly set according to actual needs in practical applications. In some embodiments, the parking conditions include detecting that the driver has a braking intention. This application also does not limit the specific detection method of braking intention in its embodiments, and can be flexibly set according to actual needs in practical applications. For example, whether there is a braking intention can be detected from the dimension of the driver's operating behavior, such as the operating state of the vehicle's gear position, the operating state of the brake pedal, the operating state of the brake operation controls, etc.; or, whether there is a braking intention can also be detected from the dimension of the driver's facial expression, physiological characteristics, etc., such as collecting images of the driver's upper body, face, electrocardiogram, electroencephalogram, etc., to further analyze whether the driver has a braking intention. For other descriptions of detecting whether the driver has a braking intention, please refer to the following embodiments, which will not be repeated here.

[0105] In some embodiments, step S100 above may include the following steps:

[0106] Step S120: Control the vehicle's active suspension system to vibrate in order to assist the vehicle's drive system in driving the vehicle.

[0107] Vehicle power control can include controlling the drive system to provide power. By controlling the vibration of the active suspension system, the wheels connected to the active suspension system can vibrate, thereby increasing the tire adhesion of the wheels. The friction between the wheels and the road surface increases. In situations such as wet and slippery roads, combined with controlling the drive system to provide power, wheel slippage can be avoided or reduced, ensuring that the drive system can propel the vehicle forward or backward, thus improving safety.

[0108] In some embodiments, the vehicle control method described above may further include: controlling the vehicle's drive system to provide power when driving conditions are met. By setting driving conditions and controlling the drive system to provide power when these conditions are met, driving safety can be further improved, avoiding accidents caused by sudden starts, sudden braking, or delayed starts.

[0109] This application does not limit the specific content of the driving conditions, and can be flexibly set according to needs in practical applications. In some embodiments, the driving conditions include detecting that the driver has no intention to brake. This application also does not limit the specific detection method of braking intention, and can be flexibly set according to needs in practical applications. For example, whether there is a braking intention can be detected from the dimension of the driver's operation behavior, such as the operation status of the vehicle's gear position, the operation status of the brake pedal, the operation status of the brake operation controls, etc.; or, whether there is a braking intention can also be detected from the dimension of the driver's facial expression, physiological characteristics, etc., such as collecting the driver's upper body image, facial image, electrocardiogram, electroencephalogram, etc., to further analyze whether the driver has a braking intention. For other descriptions of detecting whether the driver has a braking intention, please refer to the following embodiments, which will not be repeated here.

[0110] In some embodiments, controlling the vehicle's drive system to provide power may include: controlling the vehicle's drive system to provide power according to a target drive torque. By controlling the drive system to provide power according to a target drive torque, the control of the drive system can be more flexible and precise, improving driving safety.

[0111] Driving torque refers to the torque that causes the wheels of a vehicle to rotate, thus propelling the vehicle forward. The target driving torque can be matched with the vehicle's drive system. For example, the target driving torque can refer to the vehicle's total driving torque; or, the target driving torque can be the front axle driving torque, indicating that the vehicle is front-axle driven; or, the target driving torque can be the rear axle driving torque, indicating that the vehicle is rear-axle driven; or, the target driving torque can include both front and rear axle driving torques, indicating that the vehicle is four-wheel drive.

[0112] Taking the target driving torque as an example, which includes the front axle driving torque and the rear axle driving torque, it is necessary to reasonably distribute the torque between the front and rear axles to improve the vehicle's handling and stability. Therefore, in some embodiments, the above-mentioned vehicle control method may further include: determining the front axle driving torque and the rear axle driving torque based on the torque distribution coefficient and the total driving torque.

[0113] The torque distribution factor can be the ratio between the rear axle driving torque and the total driving torque; or, it can be the ratio between the front axle driving torque and the total driving torque; or, it can be the ratio between the rear axle driving torque and the front axle driving torque; and so on. Using the torque distribution factor, the total driving torque can be divided into front axle driving torque and rear axle driving torque. The sum of the front axle driving torque and the rear axle driving torque equals the total driving torque.

[0114] This application does not limit the specific method for determining the torque distribution coefficient, and it can be flexibly set according to the needs in practical applications. For example, the torque distribution coefficient can be preset or default, or it can be determined in real time during vehicle operation based on the current environmental conditions (such as road conditions) and the current vehicle conditions (such as wheel slip ratio).

[0115] In some embodiments, the vehicle control method described above may further include: determining a torque distribution coefficient based on vehicle driving state parameters. By determining the torque distribution coefficient in real time based on driving state parameters, the torque distribution coefficient can be matched with the vehicle's driving state, improving the rationality and accuracy of the torque distribution coefficient, thereby improving the rationality and accuracy of the front and rear axle drive torque.

[0116] The driving state parameters can indicate the driving state of the vehicle from one or more dimensions. In some embodiments, the driving state parameters include, but are not limited to, at least one of the following: road surface adhesion coefficient, tire slip ratio, and road surface gradient. The tire slip ratio can be the average, minimum, or maximum value of the slip ratios of multiple wheels (such as the slip ratios of the left front, right front, left rear, and right rear wheels), and this application embodiment does not limit this.

[0117] Based on driving state parameters, the torque distribution coefficient can be determined by combining calculation models and formulas. For example, a fuzzy controller can be used to process the driving state parameters to output the torque distribution coefficient. Figure 2 As shown, the inputs to the fuzzy controller are the road surface adhesion coefficient μ and the slip ratio λ. ij (Where i = f or r, f = front, r = rear; j = l or r, l = left, r = right) and the road slope θ, the output is the torque distribution coefficient w. r To facilitate fuzzy reasoning, the data collected by sensors (such as road adhesion coefficient, slip ratio, and road slope) can be quantized and scaled up or down proportionally, mapping it to the universe of discourse of a fuzzy set (usually an integer range such as [-1,+1] or [0,1]). In practical applications, real-vehicle testing can be conducted first, and the relationship between the road adhesion coefficient μ and the front and rear axle torque distribution, and the slip ratio λ can be analyzed based on the test data. ij The relationship between the front and rear axle torque distribution and the relationship between road surface slope θ and the front and rear axle torque distribution are investigated. Based on this, fuzzy rules and membership degrees for the fuzzy controller are formulated, and the fuzzy controller is designed. The fuzzy controller is then loaded into the vehicle's controller to operate based on real-time road adhesion coefficient μ and slip ratio λ. ij And the road surface slope θ, and the real-time output torque distribution coefficient w rThen, combining the longitudinal torque distributor and the total drive torque, the front and rear axle drive torques are dynamically distributed. The torque distribution coefficient w is used to determine the torque distribution. r Rear axle driving torque and total driving torque T tot Taking the ratio between them as an example, the front axle driving torque T f The rear axle driving torque T can be expressed as shown in Formula 1 below. r It can be shown in Formula 2 below.

[0118] Formula 1: T f =T tot ×(1-w r )

[0119] Formula 2: T r =T tot ×w r

[0120] In some embodiments, the vehicle control method described above may further include: detecting whether the driver has a braking intention based on the vehicle's power control parameters. The power control parameters are used to control the vehicle's powertrain and its operating state. Detecting the driver's braking intention using power control parameters provides a simple and efficient method for detecting braking intention.

[0121] This application does not limit the specific content of the power control parameters, and they can be flexibly set according to actual needs in practical applications. In some embodiments, the power control parameters include, but are not limited to, at least one of the following: gear position, brake pedal control parameters, and user operation parameters of the brake operation controls. Specifically, when the gear is in neutral or park, it can be considered that there is a braking intention; the brake pedal control parameters include, but are not limited to, pedal depth and braking duration, etc., and when the pedal depth is greater than a first depth threshold and / or the braking duration is greater than a first duration threshold, it can be considered that there is a braking intention; the brake operation controls include, but are not limited to, the EPB button and the automatic parking switch, etc., and the user operation parameters of the brake operation controls include, but are not limited to, pressing force and switch status, etc., and when the pressing force of the EPB button is greater than a first force threshold and / or the automatic parking switch is on, it is considered that there is a braking intention.

[0122] When the power control parameters include multiple dimensions, to make braking intention detection more efficient, these dimensions can be detected sequentially in a certain order. This application does not limit the specific detection order of the power control parameters; in practical applications, it can be flexibly set according to requirements. For example, the detection order can be determined based on the user's preference for the corresponding power control parameters, with priority given to detecting power control parameters corresponding to the user's preferred braking method.

[0123] For example, such as Figure 3As shown, braking intent can be detected sequentially according to the detection order of gear position, brake pedal control parameters, and user operation parameters of the brake operation controls. First, it can be determined whether the gear is in park (P). If so, an 0 is output. bra =1, indicating that the driver has the intention to brake; otherwise, continue to monitor the brake pedal control parameters; determine the brake pedal depth d. bar Is it greater than the first depth threshold d? s And braking time t bar Is it greater than the first duration threshold t? s (d bar >d s And t bar >t s If so, output O. bra =1, indicating that the driver has the intention to brake; otherwise, continue to check the user operation parameters of the brake operation control; determine whether the pressing force of the EPB button is greater than the first force threshold, or whether the automatic parking switch is turned on; if so, output 0. bra =1, indicating that the driver has a braking intention; otherwise, the driver has no braking intention. If the driver has a braking intention, the braking system can be controlled to apply the brakes; if the driver has no braking intention, the drive system can be controlled to provide power.

[0124] In some embodiments, the vehicle control method described above may further include: controlling the vehicle to steer in the event of a sideslip. The steering direction is opposite to the direction of the sideslip. By controlling the vehicle to steer in the opposite direction of the sideslip when a sideslip occurs, the unexpected driving direction of the vehicle can be reversed in a timely manner, correcting or mitigating the severity of the sideslip and improving driving safety.

[0125] This application does not limit the specific control method for vehicle steering, and it can be flexibly set according to actual needs in practical applications. For example, the steering of the vehicle's front wheels and / or rear wheels can be flexibly set. For example, controlling the vehicle to steering as described above can include: controlling the rear wheels of the vehicle to steering; wherein the steering direction of the rear wheels is opposite to the vehicle's sideslip direction. As another example, controlling the vehicle to steering as described above can include: controlling the front wheels of the vehicle to steering; wherein the steering direction of the front wheels is the same as the vehicle's sideslip direction.

[0126] To improve the accuracy of steering control, in some embodiments, controlling the vehicle to steer may include: controlling the vehicle to steer according to a target turning angle. Wherein, if the vehicle steering is based on front-wheel steering, the target turning angle can be the front-wheel turning angle; if the vehicle steering is based on rear-wheel steering, the target turning angle can be the rear-wheel turning angle. Taking the rear-wheel turning angle as an example, the rear-wheel turning angle refers to the angle by which the rear wheels of the vehicle rotate around their vertical axis (usually the rotation center axis of the wheel hub) during steering.

[0127] In some embodiments, the vehicle control method described above may further include: determining a target steering angle based on the vehicle's yaw rate. The vehicle's yaw rate indicates the degree of sideslip; determining the target steering angle based on this allows the target steering angle to match the current degree of sideslip, effectively correcting or mitigating sideslip and ensuring driving safety.

[0128] The vehicle's yaw rate can include the vehicle's current yaw rate ω. r and reference yaw rate ω ref The reference yaw rate can, for example, be zero. Figure 4 As shown, taking rear wheel steering as an example, the difference Δω between the reference yaw rate and the current yaw rate can be calculated. Then, the controller processes this difference Δω using methods such as PID (Proportional-Integral-Derivative) to calculate the rear wheel steering angle δ. r Based on the rear wheel steering angle δ r The rear wheels are controlled to steer, and the vehicle's motion status y is continuously output, such as the vehicle's yaw rate, yaw center sideslip angle, wheel speed, etc.

[0129] In some embodiments, the vehicle control method described above may further include: detecting whether the vehicle has sideslipped based on the vehicle's yaw state parameters. The yaw state parameters can be used to indicate the lateral motion characteristics of the vehicle; detecting whether the vehicle has sideslipped using the yaw state parameters is a simple and efficient detection method.

[0130] This application does not limit the specific content of the yaw state parameters, and they can be flexibly set according to actual needs in practical applications. In some embodiments, the yaw state parameters include, but are not limited to, at least one of the following: steering wheel angle, yaw rate, and yaw center of gravity sideslip angle. Wherein, when the steering wheel angle is less than a first angle threshold, it can indicate that the steering wheel has not been turned; otherwise, the steering wheel has been turned. When the steering wheel has not been turned, if the yaw rate is greater than a first angular velocity threshold and / or the yaw center of gravity sideslip angle is greater than a first sideslip angle threshold, it can be considered that the vehicle has undergone unexpected yaw, i.e., sideslip.

[0131] like Figure 5 As shown, the steering wheel angle δ can be determined first. w Is it less than the first turning angle threshold δ? s (δ w <δ s If so, output O. whe =0 indicates the steering wheel has not been turned; otherwise, output 0. whe =1, indicating the steering wheel is turned. When O whe When ω = 0, we can continue to determine the yaw rate ω. r Is it greater than the first angular velocity threshold ω? s (ω r >ω s And the lateral deflection angle β of the center of mass. r Is it greater than the first side deflection angle threshold β? s (β r >β s If so, output O. yaw =1 indicates that the vehicle has veered unexpectedly, i.e., skidding; otherwise, output 0. yaw =0 indicates that the vehicle did not deviate unexpectedly.

[0132] In some embodiments, controlling the vehicle to steer in the event of a sideslip can include: controlling the vehicle to steer when the vehicle is rolling downhill and sideslipping. By setting rolling downhill as one of the conditions for vehicle steering control, excessive intervention in vehicle control can be avoided while ensuring driving safety.

[0133] For example, on some uneven road surfaces, although a vehicle may skid, it can stop the skid in time based on the uneven terrain, so there is no need for excessive intervention. However, when the vehicle is on a slope, if the vehicle rolls downhill, it is difficult to stop in time. The vibration of the active suspension system mentioned above can be used to alleviate or stop the roll. If the vehicle rolls downhill and skids, the safety risk is greater. In order to ensure driving safety, the embodiments of this application can be combined with vehicle steering to correct or reduce the degree of skidding.

[0134] In some embodiments, the vehicle control method described above may further include: detecting whether the vehicle has rolled backwards based on the vehicle's longitudinal motion parameters. The longitudinal motion parameters can be used to indicate the vehicle's longitudinal motion characteristics; detecting whether the vehicle has rolled backwards using these parameters is a simple and efficient method.

[0135] This application does not limit the specific content of the longitudinal motion parameters, and they can be flexibly set according to actual needs in practical applications. In some embodiments, the longitudinal motion parameters include, but are not limited to, at least one of the following: road slope, wheel speed difference, longitudinal acceleration, and duration of longitudinal acceleration. Based on this, the longitudinal motion parameters can be processed by mathematical calculations, threshold comparisons, etc., or the longitudinal motion parameters can be input into an artificial intelligence detection model to determine whether the vehicle has slipped.

[0136] In some embodiments, detecting whether a vehicle has rolled away based on its longitudinal motion parameters may include: inputting the vehicle's longitudinal motion parameters into a rollaway detection model, so that the rollaway detection model outputs a rollaway detection result. The rollaway detection result is used to indicate whether the vehicle has rolled away.

[0137] Slope detection models can be artificial intelligence detection models, such as deep learning models like CNNs (Convolutional Neural Networks). Figure 6 As shown, data can be collected through real-vehicle tests in the early stages for model training. The slope sensor can collect the road slope θ, and the wheel speed sensor can collect the wheel speed of each wheel and calculate the wheel speed difference Δv. w (This wheel speed difference can be the maximum wheel speed difference, average wheel speed difference, minimum wheel speed difference, etc.) The longitudinal acceleration signal v can be acquired through an acceleration sensor. x And collect the duration t x ; road surface slope θ and wheel speed difference Δv w Longitudinal acceleration signal v x and duration t x Input the landslide detection model so that it can learn and output landslide detection results. If a landslide occurs, it can output O. sli =1, if no landslide occurs, then output 0. sli =0; In application, the runaway detection model is deployed to the vehicle's controller to detect whether the vehicle is currently running away based on the real-time collected longitudinal motion parameters.

[0138] Taking rear-wheel steering as an example, such as Figure 7 As shown, in the event of a vehicle rolling downhill, further detection is performed to determine whether the vehicle is skidding. If the vehicle is rolling downhill and skidding, the direction of the vehicle's front turn can be further determined. For example, it can be determined whether the front of the vehicle is turning to the left. If so, the rear wheels are controlled to turn to the right; otherwise, if the front of the vehicle is turning to the right, the rear wheels are controlled to turn to the left.

[0139] According to a second aspect of this application, embodiments of this application provide a vehicle control system.

[0140] Please see Figure 8, Figure 8 This is a schematic diagram of a vehicle control system provided in an embodiment of this application. This vehicle control system can be used to execute the vehicle control method described above.

[0141] like Figure 8 As shown, the vehicle control system may include a controller 100 and an active suspension system 200. The controller 100 may be, for example, a vehicle controller, a body controller, a domain controller, etc., and this embodiment is not limited thereto. The controller 100 may be connected to the active suspension system 200, such as through hard wiring or a network, so that the controller 100 can control the active suspension system 200 to cause the active suspension system 200 to vibrate.

[0142] Based on this, the controller 100 is used to control the active suspension system 200 to vibrate in order to assist in vehicle power control. The controller 100 can be used to execute the vehicle control method described above, and therefore possesses all the beneficial effects of the vehicle control method described above. For a description of the steps performed by the controller 100 and their beneficial effects, please refer to the above embodiments; further details will not be provided here.

[0143] In some embodiments, such as Figure 8 As shown, the vehicle control system described above may further include a braking system 300. This braking system 300 can be connected to the controller 100, for example, via hard wiring or a network, so that the controller 100 can control the braking system 300 to apply the brakes. Based on this, the controller 100 is also used to: control the braking system 300 to apply the brakes; and control the active suspension system 200 to vibrate to assist the braking system 300 in stopping the vehicle.

[0144] In some embodiments, such as Figure 8 As shown, the vehicle control system described above may further include a drive system 400. This drive system 400 can be connected to the controller 100, for example, via hardwired connections or a network, so that the controller 100 can control the drive system 400 to provide power. Based on this, the controller 100 is also used to: control the drive system 400 to provide power; and control the active suspension system 200 to vibrate to assist the drive system 400 in driving the vehicle.

[0145] In some embodiments, such as Figure 8 As shown, the vehicle control system described above may further include a steering system 500. This steering system 500 can be connected to the controller 100, for example, via a hardwired connection or network, so that the controller 100 can control the steering system 500 to steer. Based on this, the controller 100 is also used to: control the steering system 500 to steer in the event of vehicle sideslip.

[0146] The steering system 500 may include wheels connected to the active suspension system 200, such as through a mechanical structure, so that vibrations of the active suspension system 200 can be transmitted to the wheels to cause them to vibrate synchronously and increase tire adhesion. In some embodiments, the steering system 500 includes the rear wheels of the vehicle, and based on this, the controller 100 is further configured to: control the rear wheels to steer in the event of vehicle sideslip.

[0147] In some embodiments, such as Figure 8 As shown, the vehicle control system described above may further include a first data acquisition module 610. This first data acquisition module 610 can be connected to the controller 100, such as via a hardwired connection or network, so that the first data acquisition module 610 can send the data it acquires to the controller 100. Based on this, the first data acquisition module 610 is used to send at least one of the following to the controller 100: driving state parameters, power control parameters, yaw state parameters, and longitudinal motion parameters. The first data acquisition module 610 may include various sensors, such as a slope sensor, wheel speed sensor, acceleration sensor, angle sensor, and pressure sensor.

[0148] Among them, driving state parameters include, but are not limited to, road surface adhesion coefficient, tire slip ratio, road surface slope, etc.; power control parameters include, but are not limited to, gear position, brake pedal control parameters, brake operation control user operation parameters, etc.; yaw state parameters include, but are not limited to, steering wheel angle, yaw rate, yaw center of gravity sideslip angle, etc.; longitudinal motion parameters include, but are not limited to, road surface slope, wheel speed difference, longitudinal acceleration, longitudinal acceleration duration, etc.

[0149] In some embodiments, such as Figure 8 As shown, the vehicle control system described above may further include a pre-aiming system 700. This pre-aiming system 700 can be connected to the controller 100, for example, via a hardwired connection or network, so that the controller 100 can acquire the detection results of the pre-aiming system 700 regarding slippery road surfaces. Based on this, the pre-aiming system 700 is used to detect whether the vehicle is on a slippery road surface.

[0150] To facilitate detection by the pre-aiming system 700, in some embodiments, such as Figure 8As shown, the vehicle control system described above may further include a second data acquisition module 620. This second data acquisition module 620 can be connected to the pre-aiming system 700, for example, via a hardwired connection or network, allowing the second data acquisition module 620 to send road-related data to the pre-aiming system 700. Based on this, the second data acquisition module 620 is used to: send driving road images to the pre-aiming system 700; the pre-aiming system 700 is also used to: detect whether the vehicle is on a slippery road surface based on the driving road images. The second data acquisition module 620 may include cameras or radar, such as a front-view camera, surround-view camera, rear-view camera, lidar, millimeter-wave radar, etc.

[0151] It should be understood that the above-described vehicle control system can be used to execute the above-described vehicle control method. For an explanation of the steps performed by each component in the vehicle control system and their beneficial effects, please refer to the above-described vehicle control method, which will not be elaborated here.

[0152] The vehicle control system and vehicle control method provided in this application embodiment will be described below with an example.

[0153] Please see Figure 9 , Figure 9 This is a flowchart of another vehicle control method provided in an embodiment of this application. This vehicle control method can be executed by the aforementioned vehicle control system, as described above. Figure 8 The vehicle control system shown. (As shown) Figure 9 As shown, the vehicle control method may include the following steps S901 to S912.

[0154] Step S901: The second data acquisition module sends the driving road image to the pre-aiming system.

[0155] Step S902: The anti-sighting system detects whether the vehicle is on a slippery road surface based on the road image. If yes, proceed to step S908; otherwise, proceed to step S902.

[0156] Step S903: The first data acquisition module sends longitudinal motion parameters to the controller.

[0157] Step S904: The controller detects whether the vehicle has rolled backwards based on the longitudinal motion parameters. If so, proceed to step S905; otherwise, proceed to step S904.

[0158] Step S905: The first data acquisition module sends yaw status parameters to the controller.

[0159] Step S906: The controller detects whether the vehicle has sideslipped based on the yaw state parameters. If yes, proceed to step S907; otherwise, proceed to step S906.

[0160] Step S907: The controller controls the rear wheel steering. The steering direction of the rear wheels is opposite to the direction of vehicle sideslip.

[0161] Step S908: The controller controls the vibration of the active suspension system.

[0162] Step S909: The first data acquisition module sends power control parameters to the controller.

[0163] Step S910: The controller detects whether the driver intends to brake based on the power control parameters. If the driver intends to brake, proceed to step S911; if the driver does not intend to brake, proceed to step S912.

[0164] Step S911: The controller controls the braking system to apply the brakes.

[0165] Step S912: The controller controls the drive system to provide power.

[0166] like Figure 10 As shown, taking the epoxy floor slope in an underground parking garage as an example, if a vehicle rolls down the slope, the tire adhesion decreases in related technologies, making it impossible for the vehicle to stop. However, the embodiments of this application can increase tire adhesion based on the vibration of the active suspension system, enabling the vehicle to stop quickly and ensuring driving safety.

[0167] like Figure 11 As shown, taking the epoxy floor slope of an underground garage as an example, if a vehicle skids, the related technologies cannot reverse the skidding trend; however, the embodiments of this application, on the one hand, increase the tire adhesion based on the vibration of the active suspension system, and on the other hand, control the rear wheels to steer in the opposite direction of the skid, correct the skid or reduce the degree of skid, provide favorable conditions for braking the vehicle or driving the vehicle, and ensure driving safety.

[0168] According to a third aspect of this application, embodiments of this application also provide a computer-readable storage medium storing a computer program or instructions that, when executed by a processor, implement the above-described vehicle control method and have all the beneficial effects of the above-described vehicle control method, which will not be elaborated further here.

[0169] According to a fourth aspect of this application, embodiments of this application also provide a computer program product, including a computer program or instructions, which, when executed by a processor, implement the above-described vehicle control method and have all the beneficial effects of the above-described vehicle control method, which will not be elaborated further here.

[0170] According to a fifth aspect of this application, embodiments of this application also provide an electronic device, including: a memory and a processor, wherein the memory stores a computer program or instructions; the processor is configured to execute the computer program or instructions in the memory to implement the steps of the above-described vehicle control method. This electronic device possesses all the beneficial effects of the above-described vehicle control method, which will not be elaborated upon further herein.

[0171] Computer-readable storage media can be, for example, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof, without particular limitation herein. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0172] In some embodiments of this application, a computer-readable storage medium may be any tangible medium that contains or stores a program that may be used or combined with an instruction execution system, apparatus, or device.

[0173] The aforementioned computer-readable storage medium may be included in the aforementioned electronic device or may exist independently without being assembled into the electronic device.

[0174] Computer program code for performing operations of some embodiments of this application can be written in one or more programming languages ​​or a combination thereof. These programming languages ​​include object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network (including a Local Area Network (LAN) or a Wide Area Network (WAN)), or it can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0175] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function.

[0176] It should also be noted that in some alternative implementations, the functions marked in the box may occur in a different order than those marked in the attached figures.

[0177] For example, two consecutively represented blocks can actually be executed in substantially parallel order, and sometimes they can be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, as well as combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified functions or operations, or using a combination of dedicated hardware and computer instructions.

[0178] The units described in some embodiments of this application can be implemented in software or in hardware. The described units can also be located in a processor.

[0179] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Array (FPGA), Application Specific Integrated Circuit (ASIC), Application Specific Standard Parts (ASSP), System on Chip (SOC), Complex Programmable Logic Device (CPLD), and so on.

[0180] According to the sixth aspect of this application, such as Figure 12 As shown, this application also provides a vehicle 10, which includes the aforementioned electronic equipment or the aforementioned vehicle control system. This vehicle possesses all the beneficial effects of the aforementioned electronic equipment and vehicle control system, etc., which will not be elaborated upon here.

[0181] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this application does not make any specific restrictions.

[0182] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0183] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0184] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0185] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Although the descriptions of each embodiment in this application have different focuses, and parts not described in detail in a certain embodiment can be referred to the relevant descriptions of other embodiments, any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of this application without departing from the content of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A vehicle control method characterized by, The vehicle control method comprises: Controlling an active suspension system of the vehicle to vibrate to assist the vehicle in power control.

2. The vehicle control method according to claim 1, characterized by, The controlling the active suspension system of the vehicle to vibrate comprises: Controlling the active suspension system of the vehicle to vibrate periodically.

3. The vehicle control method according to claim 2, characterized by, The controlling the active suspension system of the vehicle to vibrate periodically comprises: Controlling the active suspension system of the vehicle to vibrate periodically at an excitation frequency.

4. The vehicle control method according to claim 3, characterized by, The vehicle control method further comprises: Determining the excitation frequency according to a tire-ground inherent frequency.

5. The vehicle control method according to claim 2, characterized by The periodic vibration lasts for N vibration periods, and the N is a positive integer greater than or equal to 2; In at least two of the N vibration periods, the amplitude of the active suspension system is different.

6. The vehicle control method according to claim 5, characterized by In the vibration period later in time, the amplitude of the active suspension system is greater than that in the vibration period earlier in time.

7. The vehicle control method according to claim 1, characterized by The controlling the active suspension system of the vehicle to vibrate to assist the vehicle in power control comprises: Controlling the active suspension system of the vehicle to vibrate to assist the braking system of the vehicle to stop the vehicle.

8. The vehicle control method according to claim 7, characterized by, The vehicle control method further comprises: Controlling the braking system of the vehicle to brake under the condition that a parking condition is met.

9. The vehicle control method according to claim 8, characterized by, The parking condition comprises detecting that the driver has a braking intention.

10. The vehicle control method according to claim 1, characterized by The controlling the active suspension system of the vehicle to vibrate to assist the vehicle in power control comprises: Controlling the active suspension system of the vehicle to vibrate to assist the driving system of the vehicle to drive the vehicle.

11. The vehicle control method according to claim 10, characterized by, The vehicle control method further comprises: Controlling the driving system of the vehicle to provide power under the condition that a driving condition is met.

12. The vehicle control method according to claim 11, characterized by, The driving condition comprises detecting that the driver does not have a braking intention.

13. The vehicle control method according to claim 11, characterized by, The controlling the driving system of the vehicle to provide power comprises: Controlling the driving system of the vehicle to provide power at a target driving torque.

14. The vehicle control method according to claim 13, characterized by, The vehicle control method further comprises: Determining a front axle driving torque and a rear axle driving torque according to a torque distribution coefficient and a total driving torque; wherein the target driving torque comprises the front axle driving torque and the rear axle driving torque.

15. The vehicle control method according to claim 14, characterized by, The vehicle control method further comprises: Determining the torque distribution coefficient according to a driving state parameter of the vehicle.

16. The vehicle control method according to claim 15, characterized by The driving state parameter comprises at least one of the following: a road surface adhesion coefficient, a tire slip rate, a road surface slope.

17. The vehicle control method according to claim 9 or 12, characterized by, The vehicle control method further comprises: Detecting whether the driver has the braking intention according to a power control parameter of the vehicle.

18. The vehicle control method according to claim 17, characterized by, The power control parameter comprises at least one of the following: a gear, a pedal control parameter of a brake pedal, a user operation parameter of a brake operation control.

19. The vehicle control method according to claim 1, characterized by, The controlling the active suspension system of the vehicle to vibrate to assist the vehicle in power control comprises: Controlling the active suspension system of the vehicle to vibrate to assist the vehicle in power control under the condition that the vehicle meets a vibration control condition.

20. The vehicle control method according to claim 19, characterized by, The vibration control condition comprises at least one of the following: being on a wet and slippery road surface, being on a sloped road surface, and having a coasting condition.

21. The vehicle control method according to claim 1, characterized by, The vehicle control method further comprises: In the case that the vehicle is side slipping, the vehicle is controlled to steer; wherein the steering direction of the vehicle is opposite to the side slipping direction of the vehicle.

22. The vehicle control method according to claim 21, characterized by, The control of the vehicle to steer comprises: The rear wheel of the vehicle is controlled to steer; wherein the steering direction of the rear wheel is opposite to the side slipping direction of the vehicle.

23. The vehicle control method according to claim 21, characterized by, The control of the vehicle to steer comprises: The vehicle is controlled to steer according to a target steering angle.

24. The vehicle control method according to claim 23, characterized by, The vehicle control method further comprises: The target steering angle is determined according to the yaw rate of the vehicle.

25. The vehicle control method according to claim 21, characterized by, The vehicle control method further comprises: The vehicle is detected to be side slipping according to the yaw state parameter of the vehicle.

26. The vehicle control method according to claim 25, characterized by, The yaw state parameter comprises at least one of the following: steering wheel angle, yaw rate, yaw center side slip angle.

27. The vehicle control method according to claim 21, characterized by, The control of the vehicle to steer in the case that the vehicle is side slipping comprises: The vehicle is controlled to steer in the case that the vehicle is side slipping and is rolling down a slope.

28. The vehicle control method according to claim 20 or 27, characterized by, The vehicle control method further comprises: The vehicle is detected to be rolling down a slope according to the longitudinal motion parameter of the vehicle.

29. The vehicle control method according to claim 28, characterized by, The longitudinal motion parameter comprises at least one of the following: road slope, wheel speed difference, longitudinal acceleration, duration of the longitudinal acceleration.

30. The vehicle control method according to claim 28, characterized by, The detection of the vehicle to be rolling down a slope according to the longitudinal motion parameter of the vehicle comprises: The longitudinal motion parameter of the vehicle is input into a rolling down slope detection model, so that the rolling down slope detection model outputs a rolling down slope detection result; wherein the rolling down slope detection result is used to indicate whether the vehicle is rolling down a slope.

31. A vehicle control system characterized by comprising: The vehicle control system comprises a controller (100) and an active suspension system (200); wherein, The controller (100) is configured to control the active suspension system (200) to vibrate to assist the vehicle in power control.

32. The vehicle control system of claim 31, wherein, The vehicle control system further comprises a braking system (300); wherein, The controller (100) is further configured to control the braking system (300) to brake, and control the active suspension system (200) to vibrate to assist the braking system (300) to stop the vehicle.

33. The vehicle control system of claim 31, wherein The vehicle control system further comprises a driving system (400); wherein, The controller (100) is further configured to control the driving system (400) to provide power, and control the active suspension system (200) to vibrate to assist the driving system (400) to drive the vehicle.

34. The vehicle control system of claim 31, wherein, The vehicle control system further comprises a steering system (500); wherein, The controller (100) is further configured to control the steering system (500) to steer in the case that the vehicle is side slipping.

35. The vehicle control system of claim 34, wherein, The steering system (500) comprises the rear wheel of the vehicle.

36. The vehicle control system of claim 31, wherein The vehicle control system further comprises a first data acquisition module (610); wherein, The first data acquisition module (610) is configured to send at least one of the following to the controller (100): driving state parameter, power control parameter, yaw state parameter and longitudinal motion parameter.

37. The vehicle control system of claim 31, wherein, The vehicle control system further comprises a preview system (700); wherein, The preview system (700) is configured to detect whether the vehicle is on a wet and slippery road surface.

38. The vehicle control system of claim 37, wherein, The vehicle control system further comprises a second data acquisition module (620); wherein The second data acquisition module (620) is configured to send a driving road image to the pre-view system (700); The pre-view system (700) is further configured to detect whether the vehicle is on a wet and slippery road surface according to the driving road image.

39. A computer readable storage medium having stored thereon a computer program or instructions, characterized in that, The computer program or instruction is executed by a processor to implement the vehicle control method according to any one of claims 1-30.

40. A computer program product comprising computer programs or instructions, characterized in that, The computer program or instruction is executed by a processor to implement the vehicle control method according to any one of claims 1-30.

41. An electronic device, comprising: Comprise: A memory having a computer program or instruction stored thereon; A processor configured to execute the computer program or instruction in the memory to implement the vehicle control method according to any one of claims 1-30.

42. A vehicle characterized by The vehicle comprises the vehicle control system according to any one of claims 31-38, or the electronic device according to claim 41.

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