Vehicle driving method and vehicle

Abstract

The invention provides a vehicle driving method and a vehicle, and is applied to the technical field of vehicle driving. The problems that in the driving process, when other vehicles are plugged, the response means of the vehicles is single, the longitudinal impact of the vehicles is too large, and the riding comfort is poor are solved. The method comprises the following steps: acquiring vehicle driving parameters and driving environment parameters; determining a driving mode based on the vehicle driving parameters and the driving environment parameters; the driving mode comprises a traffic jam mode and an unblocked mode; determining a target longitudinal acceleration, a target transverse acceleration and a target vertical acceleration based on the driving mode and the starting condition of the anti-plugging function; based on the target longitudinal acceleration, the target transverse acceleration and the target vertical acceleration, determining operation parameters of a plurality of actuators of each wheel of the vehicle; and controlling the actuator to operate according to the operating parameters of the actuator.

Description

Technical Field

[0001] This application relates to the field of vehicle driving technology, and more particularly to a vehicle driving method and a vehicle. Background Technology

[0002] With the development of automotive intelligent technology, vehicles now have multiple actuators such as four-wheel independent drive, four-wheel independent steering, active suspension, and electromechanical brakes. During vehicle operation, vehicles need to cope with two typical road conditions: "traffic jam" and "smooth traffic". Furthermore, whether the anti-cutting function is activated and the degree of cutting in from the side further increase the complexity of the scenario.

[0003] Current vehicle control solutions primarily rely on longitudinal control algorithms, which achieve automatic following by maintaining a desired headway. For example, a cloud platform models and calculates operational parameters such as vehicle speed, acceleration, and headway, generating longitudinal control commands that are then sent to the vehicle for execution. This leverages the powerful computing capabilities and large-scale data support of the cloud, making it suitable for rapid deployment and iteration in intelligent connected vehicle environments.

[0004] However, this method heavily relies on cloud computing and communication links. Issues such as network latency, packet loss, and insufficient coverage can directly affect the real-time control of the vehicle, leading to delayed vehicle response. Furthermore, this method uses only the power or braking actuators as the core control means, lacking the ability to coordinate control with other actuators such as steering and suspension. This results in a single vehicle response when facing complex scenarios such as traffic jams or being cut off, leading to excessive longitudinal impact and poor ride comfort.

[0005] Therefore, there is a need for a method that can deal with lane-cutting scenarios during driving, making the vehicle driving process more stable and the ride more comfortable. Summary of the Invention

[0006] The purpose of this application is to provide a vehicle driving method and a vehicle, which aims to solve the problem of excessive longitudinal impact and poor ride comfort caused by the vehicle's limited response to other vehicles cutting in during driving.

[0007] Firstly, a vehicle driving method is provided, applied to a vehicle controller. This method includes: Obtain vehicle driving parameters and driving environment parameters; The driving mode is determined based on vehicle driving parameters and driving environment parameters; the driving mode includes traffic jam mode and free flow mode. Based on the driving mode and the activation status of the anti-cut-off function, determine the target's longitudinal acceleration, lateral acceleration, and vertical acceleration; Based on the target's longitudinal acceleration, lateral acceleration, and vertical acceleration, the operating parameters of multiple actuators for each wheel of the vehicle are determined; Control the actuator's operation according to its operating parameters.

[0008] This application divides driving scenarios into traffic jam scenarios and free-flowing scenarios, implementing different driving modes for different scenarios. It then optimizes the three-dimensional acceleration based on the activation status of the anti-cutting function, controlling the operation of multiple actuators on each wheel based on the final determined three-dimensional acceleration. This solution considers traffic jam scenarios, free-flowing scenarios, and the activation status of the anti-cutting function, enabling differentiated adaptation between anti-cutting requirements and regular driving needs, avoiding insufficient scenario adaptation due to ignoring the anti-cutting status. Furthermore, the three-dimensional acceleration jointly determines the operating parameters of multiple actuators in each vehicle, avoiding conflicts in actuator actions across different dimensions, ensuring coordinated overall vehicle posture, and ultimately improving vehicle control stability and ride comfort.

[0009] In summary, this application dynamically determines the three-dimensional acceleration target through a dual-dimensional approach of "driving mode (traffic jam / smooth traffic) + anti-cut-off function activation status," and then coordinates the control of various actuators, ultimately solving the problem of excessive longitudinal impact and poor ride comfort caused by the vehicle's single response method when other vehicles cut in during driving.

[0010] Optionally, based on the driving mode and the activation status of the anti-cut-off function, the target longitudinal acceleration, target lateral acceleration, and target vertical acceleration are determined, including: when the anti-cut-off function is not activated, determining the target longitudinal acceleration, target lateral acceleration, and target vertical acceleration based on the driving mode; when the anti-cut-off function is activated, determining the risk level of lateral vehicle intrusion; and determining the target longitudinal acceleration, target lateral acceleration, and target vertical acceleration based on the driving mode and the risk level of lateral vehicle intrusion.

[0011] Optionally, based on the driving mode and the risk level of lateral vehicle intrusion, the target longitudinal acceleration, target lateral acceleration, and target vertical acceleration are determined, including: determining acceleration constraints based on the driving mode; the acceleration constraints include a first longitudinal acceleration range in traffic jam mode, a second longitudinal acceleration range in free-flowing mode, a first lateral acceleration range in traffic jam mode, a second lateral acceleration range in free-flowing mode, a first vertical acceleration range in traffic jam mode, a second vertical acceleration range in free-flowing mode, a longitudinal acceleration range, and a lateral acceleration range; wherein, the first longitudinal acceleration range is a subset of the second longitudinal acceleration range; the first lateral acceleration range is a subset of the second lateral acceleration range; the first vertical acceleration range is a subset of the second vertical acceleration range; and the target longitudinal acceleration, target lateral acceleration, and target vertical acceleration are determined based on the risk level of lateral vehicle intrusion and the acceleration constraints.

[0012] Optionally, the side vehicle intrusion risk level includes a first risk level, a second risk level, and a third risk level. The third risk level represents a higher side vehicle intrusion risk than the second risk level, and the second risk level represents a higher side vehicle intrusion risk than the first risk level. Under the first risk level, the absolute value of the target's longitudinal acceleration is less than that under the second risk level, and the absolute value of the target's longitudinal acceleration under the second risk level is less than that under the third risk level. Under the third risk level, the target's longitudinal acceleration is the acceleration of longitudinal deceleration. Under the first risk level, the absolute value of the target's lateral acceleration is less than that under the second risk level, and the target's lateral acceleration is 0 under the third risk level. Under the first risk level, the absolute value of the target's vertical acceleration is less than that under the second risk level, and the absolute value of the target's vertical acceleration under the second risk level is less than that under the third risk level.

[0013] Optionally, when the absolute value of the target longitudinal acceleration is greater than a first preset threshold and the target longitudinal acceleration is positive, the vertical acceleration corresponding to the front actuator among the multiple actuators is negative, and the vertical acceleration corresponding to the rear actuator among the multiple actuators is positive. The sum of the vertical acceleration corresponding to the front actuator and the vertical acceleration corresponding to the rear actuator is the target vertical acceleration. When the absolute value of the target longitudinal acceleration is greater than the first preset threshold and the target longitudinal acceleration is negative, the vertical acceleration corresponding to the front actuator among the multiple actuators is positive, and the vertical acceleration corresponding to the rear actuator among the multiple actuators is negative. The sum of the vertical acceleration corresponding to the front actuator and the vertical acceleration corresponding to the rear actuator is the target vertical acceleration. Here, a positive longitudinal acceleration indicates vehicle acceleration, a negative longitudinal acceleration indicates vehicle deceleration, a positive vertical acceleration indicates upward vehicle acceleration, and a negative vertical acceleration indicates downward vehicle acceleration.

[0014] Optionally, when the absolute value of the target lateral acceleration is greater than the second preset threshold and the target lateral acceleration is positive, the vertical acceleration corresponding to the left actuator among the multiple actuators is positive, and the vertical acceleration corresponding to the right actuator among the multiple actuators is negative. The sum of the vertical acceleration corresponding to the left actuator and the vertical acceleration of the right actuator is the target vertical acceleration. When the absolute value of the target lateral acceleration is greater than the second preset threshold and the target lateral acceleration is negative, the vertical acceleration corresponding to the left actuator among the multiple actuators is negative, and the vertical acceleration corresponding to the right actuator among the multiple actuators is positive. The sum of the vertical acceleration corresponding to the left actuator and the vertical acceleration of the right actuator is the target vertical acceleration. Here, a positive lateral acceleration indicates that the vehicle is avoiding to the left, a negative lateral acceleration indicates that the vehicle is avoiding to the right, a positive vertical acceleration indicates that the vehicle is accelerating upwards, and a negative vertical acceleration indicates that the vehicle is accelerating downwards.

[0015] Optionally, the method further includes: determining the lateral displacement when the anti-cut-off function is activated and the risk level of lateral vehicle intrusion is at the second risk level; and determining the operating parameters of multiple actuators of each wheel of the vehicle based on the target longitudinal acceleration, target lateral acceleration, and target vertical acceleration, including: determining the operating parameters of multiple actuators of each wheel of the vehicle based on the target longitudinal acceleration, target lateral acceleration, lateral displacement, and target vertical acceleration when the anti-cut-off function is activated and the risk level of lateral vehicle intrusion is at the second risk level.

[0016] Optionally, the target longitudinal acceleration is determined based on the driving mode, including: determining acceleration constraints based on the driving mode; the acceleration constraints include a first longitudinal acceleration range under traffic jam mode, a second longitudinal acceleration range under free-flow mode, and a longitudinal acceleration range; wherein, the first longitudinal acceleration range is a subset of the second longitudinal acceleration range; calculating the desired headway and desired distance based on the distance between the front and rear of the vehicle and the speed of the preceding vehicle in the driving environment parameters, and the speed of the current vehicle in the vehicle driving parameters; the distance between the front and rear of the vehicle is used to characterize the distance between the rear of the preceding vehicle and the front of the current vehicle; and determining the target longitudinal acceleration based on the acceleration constraints, the desired headway, and the desired distance.

[0017] Optionally, determining the risk level of a side vehicle intrusion includes: calculating the lateral intrusion amount and intrusion time of the side vehicle based on the position of the side vehicle, the vehicle's lane line, and the speed of the side vehicle in the driving environment parameters; the lateral intrusion amount is used to characterize the lateral distance of the side vehicle intruding into the vehicle's lane line, and the intrusion time is used to characterize the time required for the side vehicle to reach the vehicle's preset processing point; if the lateral intrusion amount is less than or equal to a first preset distance and the intrusion time is greater than or equal to a first preset time, the side vehicle intrusion risk level is determined to be a first risk level; if the lateral intrusion amount is greater than the first preset distance and less than or equal to a second preset distance, and the intrusion time is greater than or equal to the second preset time and less than the first preset time, the side vehicle intrusion risk level is determined to be a second risk level; if the lateral intrusion amount is greater than the second preset distance and the intrusion time is less than the second preset time, the side vehicle intrusion risk level is determined to be a third risk level; the first preset distance is greater than the second preset distance, and the first preset time is greater than the second preset time.

[0018] Secondly, embodiments of this application also provide an electronic device, including a processor and a memory, wherein the processor is connected to the memory, and the memory stores computer instructions. When the computer instructions are executed on the electronic device, the electronic device performs the method provided in the first aspect and its possible implementations.

[0019] Thirdly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions that, when executed on a computer, cause the computer to perform the method provided by the first aspect and its possible implementations.

[0020] Fourthly, embodiments of this application provide a vehicle including the electronic device provided in the second aspect, or the computer-readable storage medium provided in the third aspect.

[0021] Fifthly, embodiments of this application provide a computer program product, which includes instructions. When the instructions are executed on a computer, the computer performs the method provided by the first aspect and its possible implementations.

[0022] Sixthly, embodiments of this application provide a vehicle including a processor and a memory, the processor being connected to the memory, the memory storing computer instructions, which, when executed on the processor, cause the vehicle to perform the methods provided in the first aspect and its possible implementations.

[0023] The technical effects of any of the implementation methods in the second to sixth aspects mentioned above can be found in the technical effects of the corresponding implementation methods in the first aspect, and will not be repeated here. Attached Figure Description

[0024] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the 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.

[0025] Figure 1 This is a schematic diagram of the structure of a vehicle controller provided in an embodiment of this application; Figure 2 A schematic diagram of the deployment location of a sensing and positioning subsystem on a vehicle, provided in an embodiment of this application; Figure 3 A schematic diagram of an actuator mounted on a wheel is provided as an embodiment of this application; Figure 4 A schematic diagram of a vehicle structure provided in an embodiment of this application; Figure 5 A flowchart of a vehicle driving method provided in this application embodiment; Figure 6 A driving scenario illustration provided in this application embodiment Figure 1 ; Figure 7 A driving scenario illustration provided in this application embodiment Figure 2 ; Figure 8 A schematic diagram of a start-stop suspension control strategy provided in an embodiment of this application; Figure 9 This is an overall logic diagram of a vehicle driving method provided in an embodiment of this application; Figure 10 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0026] In the embodiments of this application, the terms "first," "second," "third," "fourth," "fifth," and "sixth" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," "third," "fourth," "fifth," and "sixth" may explicitly or implicitly include one or more of that feature.

[0027] In embodiments of this application, 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 limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0028] "A and / or B" includes the following three combinations: A only, B only, and a combination of A and B.

[0029] With the development of automotive intelligent technology, vehicles now have multiple actuators such as four-wheel independent drive, four-wheel independent steering, active suspension, and electromechanical brakes. During vehicle operation, vehicles need to cope with two typical road conditions: "traffic jam" and "smooth traffic". Furthermore, whether the anti-cutting function is activated and the degree of cutting in from the side further increase the complexity of the scenario.

[0030] Current vehicle control solutions primarily rely on longitudinal control algorithms, which achieve automatic following by maintaining the desired headway. This method heavily depends on cloud computing and communication links; network latency, packet loss, and insufficient coverage directly impact the real-time performance of vehicle control, leading to delayed following responses. Furthermore, this method uses only power or braking actuators as the core control mechanism, lacking coordinated control capabilities with other actuators such as steering and suspension. This results in a limited vehicle response in complex scenarios like traffic jams or being cut off, leading to excessive longitudinal impact and poor ride comfort.

[0031] Therefore, there is a need for a method that can deal with lane-cutting scenarios during driving, making the vehicle driving process more stable and the ride more comfortable.

[0032] Based on this, this application provides a vehicle driving method applied to a vehicle controller. This eliminates the need for cloud transmission, resulting in better real-time vehicle control and faster vehicle-to-vehicle response. This application first obtains vehicle driving parameters and driving environment parameters. Based on these parameters, it determines the driving mode (traffic jam mode and free-flowing mode). Then, based on the driving mode and the activation status of the anti-jamming function, it determines the target longitudinal acceleration, target lateral acceleration, and target vertical acceleration. Based on these target longitudinal, lateral, and vertical accelerations, it determines the operating parameters of multiple actuators at each wheel of the vehicle. Finally, it controls the actuators to operate according to these operating parameters.

[0033] This application divides driving scenarios into traffic jam scenarios and free-flowing scenarios, implementing different driving modes for different scenarios. It then optimizes the three-dimensional acceleration based on the activation status of the anti-cutting function, controlling the operation of multiple actuators on each wheel based on the final determined three-dimensional acceleration. This solution considers traffic jam scenarios, free-flowing scenarios, and the activation status of the anti-cutting function, enabling differentiated adaptation between anti-cutting requirements and regular driving needs, avoiding insufficient scenario adaptation due to ignoring the anti-cutting status. Furthermore, the three-dimensional acceleration jointly determines the operating parameters of multiple actuators in each vehicle, avoiding conflicts in actuator actions across different dimensions, ensuring coordinated overall vehicle posture, and ultimately improving vehicle control stability and ride comfort.

[0034] In summary, this application dynamically determines the three-dimensional acceleration target through a dual-dimensional approach of "driving mode (traffic jam / smooth traffic) + anti-cut-off function activation status," and then coordinates the control of various actuators, ultimately solving the problem of excessive longitudinal impact and poor ride comfort caused by the vehicle's single response method when other vehicles cut in during driving.

[0035] The vehicle driving method provided in this application embodiment is applicable to Figure 1 The vehicle controller 10 is shown. (As shown) Figure 1 As shown, the vehicle controller 10 may include an information processing module 101, a following decision module 102, and a collaborative allocation module 103.

[0036] The information processing module 101 is connected to the information acquisition module and the following decision module 102 respectively. It is used to receive the vehicle driving parameters and driving environment parameters obtained by the information acquisition module, process the acquired data, and then send the processed data to the following decision module 102.

[0037] The following decision module 102 is connected to the collaborative allocation module 103. The following decision module 102 receives the data processed by the information processing module 101, determines the specific following strategy based on the data, and then sends the following strategy to the collaborative allocation module 103. Finally, the collaborative allocation module 103 controls each actuator to execute.

[0038] The information processing module 101, the following decision module 102, and the collaborative allocation module 103 are modules that are divided into the vehicle controller 10 based on functions. In fact, there may be more or fewer modules than these.

[0039] The information acquisition module can be a perception and positioning subsystem deployed on the vehicle where the vehicle controller 10 is located.

[0040] For example, the perception and positioning subsystem may include ranging sensors and vehicle sensors. Ranging sensors may be millimeter-wave radar, cameras (binocular or triocular, etc.), lidar, ultrasonic radar (short range), etc. Vehicle sensors may be onboard inertial measurement units (IMUs), GPS high-precision positioning units, wheel speed sensors, steering angle sensors, suspension displacement sensors, and torque / current / temperature sensors for each wheel, etc.

[0041] For example, the deployment location of the sensing and positioning subsystem on the vehicle can be as follows: Figure 2 As shown, millimeter-wave radar is deployed below the front bumper grille; side-view cameras and side-view lidar are deployed below the left and right side mirrors; ultrasonic radar and surround-view cameras are deployed around the vehicle body; a rear-view camera is deployed below the tailgate of the rear bumper; binocular / tri-lens telephoto cameras and wide-angle cameras are deployed directly above the center of the windshield; and lidar is deployed on the roof. Up to five millimeter-wave radars, one telephoto camera, one lidar, two wide-angle cameras, two side-view lidars, four surround-view cameras, four side-view cameras, twelve ultrasonic radars, and one rear-view camera can be deployed. The specific number of cameras or radars is not limited.

[0042] The vehicle controller 10 can be the main control unit on the vehicle, responsible for tasks such as perception fusion, state estimation, following decision-making, actuator allocation, and safety detection. Specifically, the vehicle controller 10 can adopt a high-performance SoC / MCU and be equipped with a real-time operating system.

[0043] The vehicle controller 10 may also include a communication bus, energy system, braking safety system, etc. in the vehicle it is deployed in.

[0044] The communication bus can be a high-voltage power line used for energy transmission. Control and status data utilize a hybrid architecture of in-vehicle Ethernet and CAN-FD. Control objectives and feedback can be transmitted between the vehicle controller and each actuator via CAN-FD.

[0045] The energy system may include high-voltage battery packs, power distribution units, DC-DC converters (to power 12V low-voltage systems), insulation monitoring and fuses, etc.

[0046] The braking safety system may include hardware that runs the vehicle stability software stack. The ESC / ABS / TCS vehicle stability software stack serves as the minimum safety guarantee and, together with the vehicle control software running in the vehicle controller 10, forms a multi-level safety strategy.

[0047] In some embodiments, the plurality of actuators includes at least a drive actuator, a brake actuator, a steering actuator, and an attitude actuator.

[0048] The drive actuator can be a hub motor, which can distribute drive / braking force to achieve precise longitudinal following.

[0049] The brake actuator can be an EMB brake actuator, which can assist in motor braking during emergency deceleration or fine speed maintenance.

[0050] The steering actuator can be a steer-by-wire motor, which can adjust the steering angle to ensure lane keeping and obstacle avoidance stability during following other vehicles.

[0051] The attitude actuator can be a linear suspension motor, which can adjust damping and height in real time to suppress pitch and roll during acceleration and deceleration, thereby improving ride comfort and stability.

[0052] The number of actuators can correspond to the number of wheels. For example, if a vehicle has four wheels, then each wheel of the vehicle is equipped with a hub motor, an EMB brake actuator, a steer-by-wire motor, and a linear suspension motor.

[0053] Specifically, a schematic diagram of the actuator's installation on the wheel can be shown as follows: Figure 3 As shown. The hub motor is installed at the wheel hub, integrated with the wheel axle ring. It has a coaxial external rotor structure and is fixed to the axle along the wheel axis via a flange. The EMB brake actuator is integrated near the wheel hub and is an electrically driven brake caliper. It can directly generate braking torque and can be controlled in a closed loop, undertaking fine braking and redundant safety braking tasks. The steer-by-wire motor is located at the steering knuckle or steering rack of the wheel. It is a small electric servo drive that directly drives the gear / swing arm on the steering arm or steering knuckle via the output shaft, achieving independent steering angle control. The linear suspension motor is a cylindrical linear motor, vertically mounted above the wheel and between the wheel and the subframe. It replaces the spring-type passive shock absorber, enabling adjustment of height, stiffness, damping, and active force output. The linear motor consists of a stator guide rail and a slider, with the slider connected to the wheel via a lower control arm or steering knuckle.

[0054] Optionally, the drive actuator can also be an in-wheel integrated reducer or a central shaft drive + differential. The brake actuator can also be a sampled hydraulic brake. The steering actuator can also be a steering rack + electronic power assist. The attitude actuator can also be an electro-hydraulic hybrid actuator or a servo valve type hydraulic cylinder.

[0055] Based on the above description, the structures related to vehicle driving methods in a vehicle can be divided into an input layer, a fusion and decision-making layer, an execution layer, and an output layer, such as... Figure 4 As shown: The input layer is used to acquire external perception data and the vehicle's own status. Specifically, the input layer can include a local environment perception layer and a network environment perception layer. The local environment perception layer can include LiDAR, ultrasonic radar, millimeter-wave radar, cameras, etc., while the network environment perception layer can include V2X / high-precision maps, cloud data, etc. Based on the local environment perception layer, parameters such as the speed, acceleration, distance, and relative position of the vehicle ahead can be acquired. Based on the network environment perception layer, parameters such as road conditions, traffic density, and speed limits can be acquired. The input layer transmits data such as the speed, acceleration, distance, and relative position of the vehicle ahead to the fusion and decision layer via high-speed Ethernet.

[0056] The fusion and decision layer is used to determine the following strategy and allocate tasks among multiple actuators. It estimates the vehicle state using data collected from the input layer, such as the speed, acceleration, distance, and relative position of the vehicle ahead, as well as road conditions, traffic density, and speed limits. This data calculates the vehicle's speed, acceleration, body posture, four-wheel load, and accelerator pedal opening. Multi-source information is then fused to estimate vector data such as the target vehicle's speed, time distance, and acceleration limits, which are then sent to the execution layer. The fusion and decision layer can also estimate the lateral intrusion d of adjacent vehicles in real time. intrusion_distance (Lateral distance of a vehicle from the side intruding into the lane of this vehicle), Time T of vehicle intrusion from the side intrusion_time (Time required for a vehicle to reach the vehicle's preset handling position from the side) and Risk_level. Data such as target vehicle speed, distance, and acceleration limits are sent to the execution layer via CAN-FD. The vehicle controller determines the operating condition (traffic jam / medium-high speed driving) based on the speed measurement. In traffic jam mode, smooth control is prioritized; in smooth traffic mode, distance control and optimal energy efficiency control are prioritized. Based on the operating condition, the corresponding strategy module (fine-tuning longitudinal speed control, flexible avoidance, braking avoidance) is invoked to generate a longitudinal acceleration target. Lateral displacement / acceleration target With pitch attitude target The control optimizer is based on , , Actuator limit constraints and comfort threshold solutions T represents the output torque of the drive motor, and B represents the braking force of the brake actuator. Z represents the wheel rotation angle, and Z represents the displacement variable of the suspension actuator.

[0057] The execution layer is used to achieve coordinated control of four main types of actuators: drive, braking, steering, and suspension. The execution layer includes a chassis network, which contains a vehicle controller, a front high-pressure controller, and a rear high-pressure controller (the chassis network may also include redundant vehicle controllers, front high-pressure controllers, and rear high-pressure controllers to assist in controlling the corresponding wheel hub electric modules). The vehicle controller includes a following decision module and a coordination allocation module. The following decision module determines the vehicle's operating condition and the longitudinal, lateral, and vertical acceleration control targets based on vehicle speed and risk level, and selects an appropriate avoidance / following strategy. The coordination allocation module sends data to the corresponding drive, braking, steering, and suspension actuators via CAN-FD. The front high-pressure controller controls the high-pressure suspension motors and wheel hub motors in the left front wheel hub electric module, as well as the high-pressure suspension motors and wheel hub motors in the right front wheel hub electric module. The rear high-pressure controller controls the high-pressure suspension motors and wheel hub motors in the left rear wheel hub electric module, as well as the high-pressure suspension motors and wheel hub motors in the right rear wheel hub electric module. The vehicle controller is also used to control the low-voltage brake motor and steering motor in the left front wheel hub all-electric module, the low-voltage brake motor and steering motor in the right front wheel hub all-electric module, the low-voltage brake motor and steering motor in the left rear wheel hub all-electric module, and the low-voltage brake motor and steering motor in the right rear wheel hub all-electric module.

[0058] Vehicle movement generates actual motion response information. The output layer sends the feedback signal of this actual motion response information back to the fusion and decision layer, compares it with the expected value, and makes adjustments in the next cycle to achieve stable and accurate intelligent following. If an infeasibility or constraint is triggered, a rollback strategy is immediately activated. The following strategy is adjusted in a closed loop to achieve stable and accurate intelligent following.

[0059] The vehicle driving method provided in this application embodiment can be applied to... Figure 1 In the vehicle controller 10 shown, participants Figure 5 The vehicle driving method provided in this application includes the following steps: S201. Obtain vehicle driving parameters and driving environment parameters.

[0060] For example, vehicle driving parameters may include vehicle speed v, vehicle acceleration a, and vehicle pitch angle θ. pitch The vehicle's roll angle θ roll Vehicle kinematics data, etc. Driving environment parameters may include the position, speed, and acceleration of the vehicle in front, vehicles changing lanes, and vehicles cutting in.

[0061] In some embodiments, vehicle driving parameters and driving environment parameters are acquired according to a preset acquisition period. For example, the preset acquisition period may be 100Hz.

[0062] S202. Determine the driving mode based on vehicle driving parameters and driving environment parameters.

[0063] The driving modes include traffic jam mode and free-flowing mode.

[0064] Specifically, if the traffic density in the driving environment parameters is greater than or equal to the first preset density, and the vehicle speed in the vehicle driving parameters is less than or equal to the first preset speed, the driving mode is determined to be traffic jam mode; if the traffic density in the driving environment parameters is less than the second preset density, and the vehicle speed in the vehicle driving parameters is greater than the second preset speed, the driving mode is determined to be smooth traffic mode; if the second preset density is less than the first preset density, and the first preset speed is less than the second preset speed; if the traffic density in the driving environment parameters is greater than or equal to the second preset density and less than the first preset density, and / or the vehicle speed in the vehicle driving parameters is greater than the first preset speed and less than or equal to the second preset speed, and if the fluctuation range of the speed of the vehicle in front in the driving environment parameters is less than or equal to a preset range, the driving mode is determined to be traffic jam mode; if the fluctuation range of the speed of the vehicle in front in the driving environment parameters is greater than a preset range, the driving mode is determined to be smooth traffic mode.

[0065] S203. Based on the driving mode and the activation status of the anti-jamming function, determine the target's longitudinal acceleration, lateral acceleration, and vertical acceleration.

[0066] In some embodiments, the anti-cutting function is activated if the vehicle speed in the vehicle driving parameters collected for N consecutive cycles is less than or equal to a preset vehicle speed. For example, if the vehicle speed collected for 5 consecutive sampling cycles is less than or equal to 15 km / h, the anti-cutting function can be activated.

[0067] Optionally, the anti-jamming function can be manually enabled or disabled by the user.

[0068] Optional, the anti-cut-off function is enabled by default.

[0069] In some embodiments, step S203 may specifically be implemented as follows: when the anti-cut-off function is not enabled, determine the target longitudinal acceleration, target lateral acceleration and target vertical acceleration based on the driving mode; when the anti-cut-off function is enabled, determine the side vehicle intrusion risk level, and determine the target longitudinal acceleration, target lateral acceleration and target vertical acceleration based on the driving mode and the side vehicle intrusion risk level.

[0070] By differentiating between "anti-cut-off function on / off" scenarios, "on-demand control" is achieved. When not in use, the focus is on the smoothness of basic driving modes (traffic jam / smooth traffic). When in use, the system specifically addresses the risk of side intrusion, avoiding redundant calculations when the anti-cut-off function is off, reducing controller computational power consumption, and preventing accidental triggering that could disrupt the normal driving experience. When the anti-cut-off function is on, a "side vehicle intrusion risk level" is introduced, upgrading the binary decision of "whether to prevent cutting in" to a refined decision of "adjusting control intensity according to risk level." This provides a basis for differentiated control under different risk conditions, avoiding over-control in low-risk scenarios or under-control in high-risk scenarios.

[0071] In some embodiments, the raw data collected by various sensors in the vehicle are fused to output the speed of the vehicle in front, trajectory prediction information, and target speed v. f(t) (At any given moment, the vehicle's desired speed), target longitudinal position x f(t) (At time t, the vehicle's desired longitudinal (travel direction) position coordinates), the target lateral position y f(t) (At time t, the vehicle's desired position coordinates in the lateral direction (perpendicular to the direction of travel), target acceleration a) f(t) (At time t, the vehicle's expected acceleration), predict the lateral intrusion d of the lateral vehicle. intrusion_distance (Lateral distance of a vehicle from the side intruding into the lane of this vehicle), Time T of vehicle intrusion from the side intrusion_time (Time required for a vehicle to reach the vehicle's preset handling position from the side) and Risk level.

[0072] In some embodiments, determining the target's longitudinal acceleration, lateral acceleration, and vertical acceleration based on driving mode and side vehicle intrusion risk level can be specifically implemented as follows: Based on driving modes, acceleration constraints are determined. These constraints include a first longitudinal acceleration range under traffic jam mode, a second longitudinal acceleration range under free-flowing mode, a first lateral acceleration range under traffic jam mode, a second lateral acceleration range under free-flowing mode, a first vertical acceleration range under traffic jam mode, a second vertical acceleration range under free-flowing mode, a longitudinal acceleration range, and a lateral acceleration range. The first longitudinal acceleration range is a subset of the second longitudinal acceleration range; the first lateral acceleration range is a subset of the second lateral acceleration range; and the first vertical acceleration range is a subset of the second vertical acceleration range. Based on the lateral vehicle intrusion risk level and acceleration constraints, target longitudinal acceleration, target lateral acceleration, and target vertical acceleration are determined.

[0073] The acceleration range in traffic jam mode and free-flowing mode (e.g., the first longitudinal acceleration range is a subset of the second) sets safety control thresholds for different scenarios—the acceleration range is narrower in traffic jams (to avoid rear-end collisions caused by sudden acceleration / braking), and wider in free-flowing mode (to meet normal acceleration needs). This avoids extreme control actions that exceed the adaptability of the scenario from the source of control, thereby improving driving safety and comfort.

[0074] By combining the risk level of lateral vehicle intrusion with acceleration constraints, the target acceleration is ensured to not only meet the safety boundaries of the scenario, but also to be dynamically adjusted according to the risk level (such as maximizing the deceleration force within the constraints when the risk is high), thus avoiding the mismatch of "high risk but weak control" or "low risk but strong control" and achieving "optimal control within safety constraints".

[0075] By introducing constraints on "longitudinal acceleration" and "lateral acceleration", the vehicle body impact caused by sudden acceleration changes (such as jerking during emergency braking and body roll during sharp turns) is avoided, thus improving driving comfort while ensuring safety.

[0076] Specifically, the side vehicle intrusion risk levels include a first risk level, a second risk level, and a third risk level. The third risk level represents a higher side vehicle intrusion risk than the second risk level, and the second risk level represents a higher side vehicle intrusion risk than the first risk level. Under the first risk level, the absolute value of the target's longitudinal acceleration is less than that under the second risk level, and the absolute value of the target's longitudinal acceleration under the second risk level is less than that under the third risk level. Under the third risk level, the target's longitudinal acceleration is the acceleration of longitudinal deceleration. Under the first risk level, the absolute value of the target's lateral acceleration is less than that under the second risk level, and the target's lateral acceleration is 0 under the third risk level. Under the first risk level, the absolute value of the target's vertical acceleration is less than that under the second risk level, and the absolute value of the target's vertical acceleration under the second risk level is less than that under the third risk level.

[0077] At the third risk level, the vehicle decelerates to avoid a vehicle cutting in front, with the target lateral acceleration being 0. The avoidance effect is as follows: Figure 6 As shown, if the vehicle determines that the intrusion of the vehicle cutting in (the lane where the vehicle is located) exceeds the threshold value, the risk is judged as high. The vehicle brakes and decelerates, and the front suspension rises to suppress nose-diving. The deceleration can avoid scraping with the vehicle cutting in. The front suspension rise can compensate for the rise of the front of the vehicle during deceleration, resulting in a better user riding experience.

[0078] By stipulating that the higher the risk level, the greater the absolute value of longitudinal acceleration, and that longitudinal deceleration is performed at the third risk level, it is ensured that the vehicle can decelerate quickly to avoid high risks (such as serious side vehicle intrusion) and adjust its speed slowly when the risk level is low (such as minor intrusion). This avoids the efficiency loss or safety hazards caused by decelerating with the same force regardless of the risk level, and balances avoidance safety and driving efficiency.

[0079] By setting the lateral acceleration to 0 under the third risk level, the risk of blindly turning to avoid collisions in high-risk scenarios is avoided. When the side vehicle intrusion is severe and time is of the essence, turning to avoid collisions with other vehicles may lead to collisions. In this case, longitudinal deceleration (rather than lateral turning) is prioritized to avoid the risk, which is in line with the control logic of "prioritizing basic safety under high risk" and avoids secondary accidents.

[0080] By specifying that the higher the risk level, the greater the absolute value of the vertical acceleration, the risk level and attitude adjustment are synchronized—the suspension is slightly adjusted when the risk is low (such as a small increase or decrease in vehicle height), and the suspension support is strengthened when the risk is high (such as quickly suppressing body roll). During the avoidance process, the vehicle's attitude is kept stable, avoiding vehicle swaying and bumping caused by the avoidance action, and improving driving comfort.

[0081] In some embodiments, determining the risk level of a lateral vehicle intrusion can be specifically implemented as follows: based on the position of the lateral vehicle, the vehicle's lane line, and the speed of the lateral vehicle in the driving environment parameters, calculate the lateral intrusion amount and intrusion time of the lateral vehicle; the lateral intrusion amount is used to characterize the lateral distance of the lateral vehicle intruding into the vehicle's lane line, and the intrusion time is used to characterize the time required for the lateral vehicle to reach the vehicle's preset processing point; if the lateral intrusion amount is less than or equal to a first preset distance and the intrusion time is greater than or equal to a first preset time, determine the lateral vehicle intrusion risk level as a first risk level; if the lateral intrusion amount is greater than the first preset distance and less than or equal to a second preset distance, and the intrusion time is greater than or equal to the second preset time and less than the first preset time, determine the lateral vehicle intrusion risk level as a second risk level; if the lateral intrusion amount is greater than the second preset distance and the intrusion time is less than the second preset time, determine the lateral vehicle intrusion risk level as a third risk level; the first preset distance is greater than the second preset distance, and the first preset time is greater than the second preset time.

[0082] By quantifying risk levels using both "lateral intrusion amount (distance crossed)" and "intrusion time (time of arrival at the vehicle)," the risk level assessment becomes more objective and more consistent with actual road conditions. Through the quantified thresholds of "first / second preset distance" and "first / second preset time," the boundaries of the three risk levels are clearly defined, avoiding confusion in control actions caused by "vague risk levels" (such as the inability to determine whether to slightly decelerate or brake suddenly). This provides a clear basis for subsequent control actions at different risk levels, ensuring a one-to-one correspondence between risk and control, and improving the reliability of the anti-jamming function.

[0083] In some embodiments, when the anti-cutting function is activated and the risk level of lateral vehicle intrusion is the second risk level, the lateral displacement is determined; thereby, when the anti-cutting function is activated and the risk level of lateral vehicle intrusion is the second risk level, the operating parameters of multiple actuators of each wheel of the vehicle are determined based on the target longitudinal acceleration, target lateral acceleration, lateral displacement, and target vertical acceleration.

[0084] For example, this vehicle moves laterally to avoid a vehicle cutting in front of it. The effect of this avoidance can be illustrated as follows: Figure 7 As shown, if the intrusion of the vehicle cutting in (the lane where this vehicle is located) is less than the threshold value, the risk is judged as medium to low. This vehicle uses independent steering of all four wheels to move laterally. The vehicle's trajectory is an arc rather than a straight line, which can avoid the vehicle cutting in and prevent a collision.

[0085] The core requirement for the second risk level (such as slight lane departure or moderate lane intrusion time) is precise avoidance rather than emergency braking. Lateral acceleration alone may not be sufficient to accurately control the vehicle's position after avoidance (e.g., sufficient acceleration but inappropriate duration, leading to lane departure). Introducing lateral displacement as a control parameter allows for a direct target of avoiding a collision within a safe lane, ensuring the vehicle remains within a safe area after avoidance and preventing the risk of scraping due to insufficient avoidance or lane intrusion due to excessive avoidance. Under the second risk level, combining longitudinal acceleration (speed adjustment), lateral acceleration (steering rate), lateral displacement (final position), and vertical acceleration (attitude) creates a three-dimensional control system of "rate + position + attitude," which is more precise than single acceleration control and meets the combined requirements of "safety + precision + comfort" under moderate risk.

[0086] In some embodiments, for cases where the anti-jamming function is not enabled, the target longitudinal acceleration is determined based on the driving mode. Specifically, this can be achieved by: determining acceleration constraints based on the driving mode; the acceleration constraints include a first longitudinal acceleration range in traffic jam mode, a second longitudinal acceleration range in free-flowing mode, and a longitudinal acceleration range; wherein the first longitudinal acceleration range is a subset of the second longitudinal acceleration range; calculating the desired headway and desired distance based on the vehicle-to-vehicle distance and the speed of the preceding vehicle in the driving environment parameters, and the vehicle speed in the vehicle driving parameters; the headway and rear-end distance is used to characterize the distance between the rear of the preceding vehicle and the front of the current vehicle; and determining the target longitudinal acceleration based on the acceleration constraints, the desired headway and desired distance.

[0087] The calculation of both expected headway and expected following distance avoids the irrationality caused by using only a fixed following distance. In low-speed traffic jams, a fixed following distance may be too wide, leading to being cut off; in high-speed, unobstructed traffic, a fixed following distance may be too narrow, posing a safety risk. By dynamically calculating the two expected parameters in conjunction with the vehicle's speed and the speed of the vehicle in front, the optimal following distance is achieved at different speeds, balancing the prevention of cutting off and following efficiency. Combining "acceleration constraints" (such as the first longitudinal range in traffic jams) with the two expected parameters ensures that the calculated longitudinal acceleration meets the requirement of "keeping up with the traffic flow" without exceeding the scenario's safety boundaries (such as avoiding sudden acceleration in traffic jams), avoiding "frequent acceleration and deceleration" during following, improving following smoothness, and reducing energy consumption (such as reducing unnecessary acceleration-braking cycles).

[0088] In some embodiments, the vehicle controller may also perform roll compensation and / or lateral roll compensation during the process of determining the target longitudinal acceleration, target lateral acceleration and target vertical acceleration.

[0089] Forward and backward tilt compensation: When the absolute value of the target longitudinal acceleration is greater than the first preset threshold and the target longitudinal acceleration is positive, the vertical acceleration corresponding to the front actuator among the multiple actuators is negative, and the vertical acceleration corresponding to the rear actuator among the multiple actuators is positive. The sum of the vertical acceleration corresponding to the front actuator and the vertical acceleration corresponding to the rear actuator is the target vertical acceleration.

[0090] When the absolute value of the target longitudinal acceleration is greater than the first preset threshold and the target longitudinal acceleration is negative, the vertical acceleration corresponding to the front actuator among the multiple actuators is positive, and the vertical acceleration corresponding to the rear actuator among the multiple actuators is negative. The sum of the vertical acceleration corresponding to the front actuator and the vertical acceleration corresponding to the rear actuator is the target vertical acceleration.

[0091] In this context, a positive longitudinal acceleration indicates vehicle acceleration, a negative longitudinal acceleration indicates vehicle deceleration, a positive vertical acceleration indicates vehicle upward acceleration, and a negative vertical acceleration indicates vehicle downward acceleration.

[0092] Lateral tilt compensation: When the absolute value of the target lateral acceleration is greater than the second preset threshold and the target lateral acceleration is positive, the vertical acceleration corresponding to the left actuator among the multiple actuators is positive, and the vertical acceleration corresponding to the right actuator among the multiple actuators is negative. The sum of the vertical acceleration corresponding to the left actuator and the vertical acceleration corresponding to the right actuator is the target vertical acceleration.

[0093] When the absolute value of the target lateral acceleration is greater than the second preset threshold and the target lateral acceleration is negative, the vertical acceleration corresponding to the left actuator among the multiple actuators is negative, and the vertical acceleration corresponding to the right actuator among the multiple actuators is positive. The sum of the vertical acceleration corresponding to the left actuator and the vertical acceleration corresponding to the right actuator is the target vertical acceleration.

[0094] In this context, a positive lateral acceleration indicates that the vehicle is avoiding a collision to the left, while a negative lateral acceleration indicates that the vehicle is avoiding a collision to the right. A positive vertical acceleration indicates that the vehicle is accelerating upwards, while a negative vertical acceleration indicates that the vehicle is accelerating downwards.

[0095] In summary, the start-stop suspension control strategy is as follows: Figure 8 As shown, the vehicle detects in real time ① roll signal Ay (characterizing the left and right tilt direction and degree) and ② pitch signal Ax (characterizing the front and rear tilt direction and degree) if Ay > limit (preset threshold), and determines whether ① or ② has occurred if Ax > limit. If ① or ② has occurred, the required active force F is calculated, and intelligent suspension active force control is executed to compensate for front and rear tilt or left and right tilt. If ① or ② has not occurred, the shock absorber control current signal is used to execute intelligent suspension damping force control, making the vehicle's posture more stable.

[0096] By linking the "positive and negative longitudinal acceleration (acceleration / deceleration)" with the "positive and negative vertical acceleration of the front and rear actuators" (e.g., when accelerating, the vertical acceleration of the front actuator is negative (body body downwards) and the rear actuator is positive (body body upwards)), the pitch (head up / head down) of the body caused by longitudinal acceleration and deceleration is actively counteracted, upgrading from "passively bearing attitude changes" to "actively controlling attitude stability", improving visual comfort and handling stability (e.g., avoiding sudden changes in front wheel load caused by head down during deceleration).

[0097] Vertical acceleration coordination: It is stipulated that "the sum of the vertical accelerations of the front and rear actuators is equal to the target vertical acceleration" to ensure that the attitude adjustment does not deviate from the overall vertical control target, avoid the body tilt caused by excessive adjustment of a single actuator (such as only the front suspension is depressed), achieve "unity of local adjustment and overall target", and improve attitude control accuracy.

[0098] By linking the "lateral acceleration positive / negative (left / right avoidance)" with the "left and right actuator vertical acceleration positive / negative" (e.g., when avoiding to the left, the left actuator's vertical acceleration is positive (body lifts up), and the right actuator's is negative (body presses down)), the body roll caused by centrifugal force during steering is actively counteracted, avoiding discomfort to the driver and passengers caused by body roll (e.g., tilting to one side), while reducing the impact of body roll on wheel grip (e.g., avoiding excessive reduction in load on one side of the wheel), thus improving handling safety during steering.

[0099] Synchronization of avoidance and attitude: The lateral avoidance (steering) and vertical attitude (roll suppression) are controlled synchronously to avoid the lag problem of "steering first and then roll suppression". This ensures that the avoidance action and attitude adjustment are seamlessly connected. Especially in emergency avoidance scenarios such as preventing cutting in, it not only ensures avoidance efficiency, but also avoids the driver's judgment or vehicle stability from being affected by roll.

[0100] S204. Based on the target longitudinal acceleration, target lateral acceleration, and target vertical acceleration, determine the operating parameters of multiple actuators for each wheel of the vehicle.

[0101] The operating parameters of the drive actuator include at least torque; the operating parameters of the brake actuator include at least braking force; the operating parameters of the steering actuator include at least wheel angle; and the operating parameters of the attitude actuator include at least vertical displacement.

[0102] S205. Control the actuator to operate according to the actuator's operating parameters.

[0103] In summary, the anti-cutting function can be enabled by default and embedded in the driving control logic. Therefore, the vehicle driving method provided in this application can be mainly divided into two typical processes: "normal following → three-way control" and "normal following → detection of cutting in → three-way control to execute anti-cutting (flexible avoidance)".

[0104] "Normal following → Three-way control": When the vehicle approaching from the side is considered low-risk for intrusion and the vehicle is driving at a normal medium to high speed, the system enters S4 normal following decision control, adjusting longitudinal acceleration and deceleration to maintain a suitable distance from the vehicle in front. The actual distance between the front of the vehicle and the rear of the vehicle in front is obtained through the upstream fusion layer. The speed of this vehicle Speed ​​of the vehicle in front Using the above input data and formula 1, the desired headway is calculated. The desired vehicle distance is calculated using Formula 2. : (Formula 1); in, This indicates the minimum safe following distance from the vehicle in front at the current speed. Represents the time-distance gain coefficient. This represents the hyperbolic tangent function, ensuring that the time interval increases with increasing velocity.

[0105] (Formula 2); in, This indicates the preset minimum static safety distance. It represents the compensation coefficient under relative speed. When the vehicle in front suddenly decelerates, it increases the expected distance in advance to improve safety.

[0106] The longitudinal speed is calculated based on the expected time distance and expected vehicle distance, and the reference longitudinal speed is obtained by combining it with Formula 3. and expected longitudinal acceleration : (Formula 3); (Formula 4); Formula 3 refers to the longitudinal velocity. middle, Indicates the upper limit of speed. To compensate for the speed gain, the vehicle's speed can be adjusted in real time to follow the speed of the vehicle in front. The relative speed between the vehicle and the following vehicle; Formula 4: Desired longitudinal acceleration middle, Indicates the distance control gain. Indicates speed control gain. This represents the error between the actual distance to the vehicle and the expected value. This represents the error between the speed and the expected value. Indicates the feedforward control gain. This indicates the acceleration of the vehicle in front.

[0107] Next, using a quadratic programming optimizer and formula 5, we can optimize the quadratic programming optimizer. Solve the following: (Formula 5); in, , , , These represent the distance error weight, speed error weight, acceleration error weight, and jerk weight, respectively.

[0108] Output The data is fed into the vehicle controller, where performance constraints are applied based on actuator limits, traffic regulations, and comfort thresholds, and then distributed to each drive / brake / steering / suspension actuator. Feedback errors are corrected in the next cycle.

[0109] “Normal following → Cutting in detected → Three-way control executes anti-cutting (flexible avoidance)”: By inputting sensor data, the status of vehicles on the side is monitored in real time, and the probability of vehicles cutting in line is calculated in real time. Lateral distance of cutting in Cut-in time Based on the above parameters, the risk index R is calculated and the risk level is assessed.

[0110] When the risk indicator R indicates a low risk level (first risk level), the normal following decision module output is used. However, regarding formula 5... , , , Add parameter restrictions to ensure smooth starts at low speeds and reduce pitch and head movements.

[0111] When the risk indicator R indicates a medium risk level (second risk level), a tendency for a vehicle to cut in is detected, and a lateral movement trajectory is planned. And constrain the friction tire ellipse (Formula 6) to generate a lateral trajectory: (Formula 6); in, Represents the longitudinal force of wheel i. The lateral force representing wheel i. The normal load representing wheel i, This represents the road surface adhesion coefficient.

[0112] Output The system inputs to the vehicle controller and imposes performance constraints based on actuator limits, traffic regulations, and comfort thresholds. It prioritizes generating lateral torque through wheel-side differential torque, which, combined with micro-angle steering in the same direction and suspension roll, achieves lateral displacement. When necessary, braking applies a small braking force to the inner wheel to assist in yaw control. Once the vehicle that cuts in is avoided is successfully avoided, or the risk threshold drops below low risk, the system returns to its original position and maintains the safe distance setting.

[0113] When the risk indicator R indicates a high risk level (third risk level), a braking command is issued and a warning is sent to the driver when it is detected that a vehicle has partially cut in front of the other vehicle and the lateral width of the lane no longer meets the vehicle's width.

[0114] Figure 5 The technical solution shown brings at least the following beneficial effects: By dividing driving scenarios into traffic jam and free-flowing scenarios, different driving modes are implemented for each scenario. Combined with the activation status of the anti-cut-off function, the three-dimensional acceleration is optimized. Based on the final determined three-dimensional acceleration, the operation of multiple actuators on each wheel is controlled. This solution takes into account traffic jam scenarios, free-flowing scenarios, and the activation status of the anti-cut-off function, enabling differentiated adaptation between anti-cut-off requirements and regular driving needs, avoiding insufficient scenario adaptation due to ignoring anti-cut-off status. Furthermore, the three-dimensional acceleration jointly determines the operating parameters of multiple actuators in each vehicle, avoiding conflicts in actuator actions across different dimensions, ensuring coordinated overall vehicle posture, and ultimately improving vehicle control stability and ride comfort.

[0115] In summary, this application dynamically determines the three-dimensional acceleration target through a dual-dimensional approach of "driving mode (traffic jam / smooth traffic) + anti-cut-off function activation status," and then coordinates the control of various actuators, ultimately solving the problem of excessive longitudinal impact and poor ride comfort caused by the vehicle's single response method when other vehicles cut in during driving.

[0116] In summary, the overall logical diagram of the vehicle driving method provided in this application can be illustrated as follows: Figure 9 As shown: S1. Perception Preprocessing: Input: Vehicle sensor data (forward, rear, and side radar data; camera, LiDAR); Processing: Extract the speed of the vehicle in front, relative distance, relative velocity, position of potential vehicles cutting in, and lateral velocity; Output: Perception state vector; S2. Operating Condition Identification Module: Input: Vehicle's own speed, relative distance; Handling: If the vehicle speed is less than the threshold (preset speed threshold) and the traffic density is high, the vehicle will enter traffic jam mode; if the speed is greater than the threshold, the vehicle will enter medium-high speed driving mode (smooth traffic mode). Output: Current vehicle operating condition label; S3. Risk Assessment and Criteria for Preventing Cut-in: Input: Pedestrian vehicle status input; Calculation: Predict the lateral intrusion of vehicles from the side, and calculate the intrusion time and risk. Handling: If the intrusion risk exceeds the threshold, the system will enter anti-interception control mode; Output: Risk level (high, medium, low) (side vehicle intrusion risk level: third risk level, second risk level, first risk level); S4. Normal following vehicle decision module: Input: Normal vehicle speed, relative distance; Calculate: target time distance, desired distance, and following control acceleration; Handling: In traffic jam mode, the focus is on smooth control; in medium to high speed driving mode, the focus is on distance control and optimal energy efficiency control. Output: acceleration in the longitudinal, transverse, and vertical directions; S5. Anti-jamming control sub-function: Input: Risk level (high, medium, low), status of vehicles cutting in line; Handling: Low-risk entry into S5a involves fine-tuning longitudinal speed; medium-risk entry into S5b involves flexible avoidance (fine-tuning lateral avoidance forward movement + attitude control); high-risk entry into S5c involves braking avoidance + attitude adjustment. Output: acceleration in the longitudinal, transverse, and vertical directions; S5a. Fine-tuning longitudinal speed control: Action: Adjust longitudinal acceleration and deceleration to maintain a suitable distance from the vehicle in front; Output: Longitudinal acceleration command; S5b. Flexible Avoidance: Action: Four-wheel differential torque + four-wheel independent steering + active suspension, achieving small lateral displacement; Outputs: Lateral displacement, steering angle, attitude angle; S5c. Braking and obstacle avoidance: Actions: Maximum permissible acceleration, vertical suspension control, and alarm command issuance; Outputs: Braking commands, suspension control; S6. Control Optimizer: Input: acceleration in the longitudinal, transverse, and vertical directions; Constraints: actuator limits, traffic regulations, comfort threshold; S7. Actuator allocation and distribution: Input: Optimal control allocation result; Outputs: Hub motor (torque regulation); four-wheel independent steering (lateral displacement, attitude); active suspension (pitch and roll control); EMB brakes (auxiliary and emergency braking).

[0117] This application also provides a vehicle driving device, including: an acquisition module and a control module.

[0118] The module includes an acquisition module for acquiring vehicle driving parameters and driving environment parameters; and a control module for: determining the driving mode based on the vehicle driving parameters and driving environment parameters; the driving mode includes traffic jam mode and free-flowing mode; determining the target longitudinal acceleration, target lateral acceleration, and target vertical acceleration based on the driving mode and the activation status of the anti-cut-off function; determining the operating parameters of multiple actuators on each wheel of the vehicle based on the target longitudinal acceleration, target lateral acceleration, and target vertical acceleration; and controlling the actuators to operate according to the actuator operating parameters.

[0119] Optionally, the control module is specifically used to: determine the target longitudinal acceleration, target lateral acceleration, and target vertical acceleration based on the driving mode when the anti-cut-off function is not enabled; determine the risk level of side vehicle intrusion when the anti-cut-off function is enabled; and determine the target longitudinal acceleration, target lateral acceleration, and target vertical acceleration based on the driving mode and the risk level of side vehicle intrusion.

[0120] Optionally, the control module is specifically used to: determine acceleration constraints based on the driving mode; the acceleration constraints include a first longitudinal acceleration range in traffic jam mode, a second longitudinal acceleration range in free-flowing mode, a first lateral acceleration range in traffic jam mode, a second lateral acceleration range in free-flowing mode, a first vertical acceleration range in traffic jam mode, a second vertical acceleration range in free-flowing mode, a longitudinal acceleration range, and a lateral acceleration; wherein, the first longitudinal acceleration range is a subset of the second longitudinal acceleration range; the first lateral acceleration range is a subset of the second lateral acceleration range; the first vertical acceleration range is a subset of the second vertical acceleration range; and determine the target longitudinal acceleration, target lateral acceleration, and target vertical acceleration based on the lateral vehicle intrusion risk level and the acceleration constraints.

[0121] Optionally, the side vehicle intrusion risk level includes a first risk level, a second risk level, and a third risk level. The third risk level represents a higher side vehicle intrusion risk than the second risk level, and the second risk level represents a higher side vehicle intrusion risk than the first risk level. Under the first risk level, the absolute value of the target's longitudinal acceleration is less than that under the second risk level, and the absolute value of the target's longitudinal acceleration under the second risk level is less than that under the third risk level. Under the third risk level, the target's longitudinal acceleration is the acceleration of longitudinal deceleration. Under the first risk level, the absolute value of the target's lateral acceleration is less than that under the second risk level, and the target's lateral acceleration is 0 under the third risk level. Under the first risk level, the absolute value of the target's vertical acceleration is less than that under the second risk level, and the absolute value of the target's vertical acceleration under the second risk level is less than that under the third risk level.

[0122] Optionally, when the absolute value of the target longitudinal acceleration is greater than a first preset threshold and the target longitudinal acceleration is positive, the vertical acceleration corresponding to the front actuator among the multiple actuators is negative, and the vertical acceleration corresponding to the rear actuator among the multiple actuators is positive. The sum of the vertical acceleration corresponding to the front actuator and the vertical acceleration corresponding to the rear actuator is the target vertical acceleration. When the absolute value of the target longitudinal acceleration is greater than the first preset threshold and the target longitudinal acceleration is negative, the vertical acceleration corresponding to the front actuator among the multiple actuators is positive, and the vertical acceleration corresponding to the rear actuator among the multiple actuators is negative. The sum of the vertical acceleration corresponding to the front actuator and the vertical acceleration corresponding to the rear actuator is the target vertical acceleration. Here, a positive longitudinal acceleration indicates vehicle acceleration, a negative longitudinal acceleration indicates vehicle deceleration, a positive vertical acceleration indicates upward vehicle acceleration, and a negative vertical acceleration indicates downward vehicle acceleration.

[0123] Optionally, when the absolute value of the target lateral acceleration is greater than the second preset threshold and the target lateral acceleration is positive, the vertical acceleration corresponding to the left actuator among the multiple actuators is positive, and the vertical acceleration corresponding to the right actuator among the multiple actuators is negative. The sum of the vertical acceleration corresponding to the left actuator and the vertical acceleration of the right actuator is the target vertical acceleration. When the absolute value of the target lateral acceleration is greater than the second preset threshold and the target lateral acceleration is negative, the vertical acceleration corresponding to the left actuator among the multiple actuators is negative, and the vertical acceleration corresponding to the right actuator among the multiple actuators is positive. The sum of the vertical acceleration corresponding to the left actuator and the vertical acceleration of the right actuator is the target vertical acceleration. Here, a positive lateral acceleration indicates that the vehicle is avoiding to the left, a negative lateral acceleration indicates that the vehicle is avoiding to the right, a positive vertical acceleration indicates that the vehicle is accelerating upwards, and a negative vertical acceleration indicates that the vehicle is accelerating downwards.

[0124] Optionally, the control module is also used to: determine the lateral displacement when the anti-cutting function is activated and the risk level of lateral vehicle intrusion is the second risk level; specifically, the control module is used to: determine the operating parameters of multiple actuators of each wheel of the vehicle based on the target longitudinal acceleration, target lateral acceleration, lateral displacement and target vertical acceleration when the anti-cutting function is activated and the risk level of lateral vehicle intrusion is the second risk level.

[0125] Optionally, the control module is specifically used to: determine acceleration constraints based on the driving mode; the acceleration constraints include a first longitudinal acceleration range in traffic jam mode, a second longitudinal acceleration range in free-flow mode, and a longitudinal acceleration range; wherein, the first longitudinal acceleration range is a subset of the second longitudinal acceleration range; calculate the desired headway and desired distance based on the headway and rear-end distance in the driving environment parameters and the speed of the preceding vehicle, as well as the vehicle speed in the vehicle driving parameters; the headway and rear-end distance is used to characterize the distance between the rear of the preceding vehicle and the front of the current vehicle; and determine the target longitudinal acceleration based on the acceleration constraints, the desired headway and desired distance.

[0126] Optionally, the control module is specifically used to: calculate the lateral intrusion amount and intrusion time of the side vehicle based on the position of the side vehicle, the driving lane line of the vehicle, and the speed of the side vehicle in the driving environment parameters; the lateral intrusion amount is used to characterize the lateral distance of the side vehicle intruding into the driving lane line of the vehicle, and the intrusion time is used to characterize the time required for the side vehicle to reach the preset processing point of the vehicle; when the lateral intrusion amount is less than or equal to a first preset distance and the intrusion time is greater than or equal to a first preset time, the side vehicle intrusion risk level is determined to be a first risk level; when the lateral intrusion amount is greater than the first preset distance and less than or equal to a second preset distance, and the intrusion time is greater than or equal to the second preset time and less than the first preset time, the side vehicle intrusion risk level is determined to be a second risk level; when the lateral intrusion amount is greater than the second preset distance and the intrusion time is less than the second preset time, the side vehicle intrusion risk level is determined to be a third risk level; the first preset distance is greater than the second preset distance, and the first preset time is greater than the second preset time.

[0127] Figure 10 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 10 As shown, the electronic device 30 includes, but is not limited to, a processor 301 and a memory 302.

[0128] The memory 302 described above is used to store the executable instructions of the processor 301. It is understood that the processor 301 is configured to execute instructions to implement the vehicle driving method in the above embodiments.

[0129] Processor 301 is the control center of the electronic device. It connects various parts of the electronic device via various interfaces and lines. By running or executing software programs and / or modules stored in memory 302, and by calling data stored in memory 302, it performs various functions and processes data, thereby controlling the electronic device as a whole. Processor 301 may include one or more processing modules. Optionally, processor 301 may integrate an application processor and a modem processor. The application processor mainly handles the operating system, user interface, and applications, while the modem processor mainly handles wireless communication. It is understood that the modem processor may not be integrated into processor 301.

[0130] The memory 302 can be used to store software programs and various data. The memory 302 may primarily include a program storage area and a data storage area. The program storage area may store the operating system and application programs required by at least one functional module (such as an acquisition unit, a determination module, a processing unit, etc.). Furthermore, the memory 302 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0131] This application also provides a computer-readable storage medium storing computer-executable instructions that, when executed on a computer, cause the computer to perform the method provided in any of the above embodiments.

[0132] This application provides a vehicle that includes the aforementioned electronic device or computer-readable storage medium.

[0133] This application provides a vehicle that may include a processor and a memory. The processor is connected to the memory, and the memory stores computer instructions. When the computer instructions are executed on the processor, the vehicle performs the method provided in any of the above embodiments.

[0134] This application provides a computer program product including instructions that, when executed on a computer, cause the computer to perform the method provided in any of the above embodiments.

[0135] In this way, the computer programs within the computer program product can be customized according to specific needs and operating conditions, achieving a more stable driving process and improving the comfort of the user's ride.

[0136] In addition, computer program products can run on different devices or systems, achieving cross-platform applicability, providing a unified vehicle driving method for different types of devices, and improving system integration and interoperability.

[0137] In the description of the embodiments of this application, specific features, structures, materials or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0138] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for driving a vehicle, characterized in that, Applied to a vehicle controller; the method includes: Obtain vehicle driving parameters and driving environment parameters; Based on the vehicle driving parameters and the driving environment parameters, the driving mode is determined; the driving mode includes traffic jam mode and smooth traffic mode. Based on the driving mode and the activation status of the anti-cut-off function, the target longitudinal acceleration, target lateral acceleration, and target vertical acceleration are determined; Based on the target longitudinal acceleration, the target lateral acceleration, and the target vertical acceleration, the operating parameters of multiple actuators for each wheel of the vehicle are determined; The actuator is controlled to operate according to its operating parameters.

2. The method according to claim 1, characterized in that, The determination of the target's longitudinal acceleration, lateral acceleration, and vertical acceleration based on the driving mode and the activation status of the anti-cut-off function includes: When the anti-cut-off function is not activated, the target longitudinal acceleration, the target lateral acceleration, and the target vertical acceleration are determined based on the driving mode. With the anti-cut-off function activated, the risk level of lateral vehicle intrusion is determined; based on the driving mode and the risk level of lateral vehicle intrusion, the target longitudinal acceleration, the target lateral acceleration, and the target vertical acceleration are determined.

3. The method according to claim 2, characterized in that, The determination of the target's longitudinal acceleration, lateral acceleration, and vertical acceleration based on the driving mode and the side vehicle intrusion risk level includes: Based on the driving mode, acceleration constraints are determined; the acceleration constraints include a first longitudinal acceleration range in traffic jam mode, a second longitudinal acceleration range in free-flowing mode, a first lateral acceleration range in traffic jam mode, a second lateral acceleration range in free-flowing mode, a first vertical acceleration range in traffic jam mode, a second vertical acceleration range in free-flowing mode, a longitudinal acceleration range, and a lateral acceleration range; wherein, the first longitudinal acceleration range is a subset of the second longitudinal acceleration range; the first lateral acceleration range is a subset of the second lateral acceleration range; and the first vertical acceleration range is a subset of the second vertical acceleration range. Based on the risk level of lateral vehicle intrusion and the acceleration constraints, the longitudinal acceleration, lateral acceleration, and vertical acceleration of the target are determined.

4. The method according to claim 3, characterized in that, The side vehicle intrusion risk level includes a first risk level, a second risk level, and a third risk level. The third risk level represents a higher side vehicle intrusion risk than the second risk level, and the second risk level represents a higher side vehicle intrusion risk than the first risk level. The absolute value of the longitudinal acceleration of the target under the first risk level is less than the absolute value of the longitudinal acceleration of the target under the second risk level, the absolute value of the longitudinal acceleration of the target under the second risk level is less than the absolute value of the longitudinal acceleration of the target under the third risk level, and the longitudinal acceleration of the target under the third risk level is the acceleration of longitudinal deceleration; the absolute value of the lateral acceleration of the target under the first risk level is less than the absolute value of the lateral acceleration of the target under the second risk level, and the lateral acceleration of the target under the third risk level is 0; the absolute value of the vertical acceleration of the target under the first risk level is less than the absolute value of the vertical acceleration of the target under the second risk level, and the absolute value of the vertical acceleration of the target under the second risk level is less than the absolute value of the vertical acceleration of the target under the third risk level.

5. The method according to claim 4, characterized in that, When the absolute value of the target longitudinal acceleration is greater than a first preset threshold and the target longitudinal acceleration is positive, the vertical acceleration corresponding to the front actuator among the plurality of actuators is negative, and the vertical acceleration corresponding to the rear actuator among the plurality of actuators is positive. The sum of the vertical acceleration corresponding to the front actuator and the vertical acceleration corresponding to the rear actuator is the target vertical acceleration. When the absolute value of the target longitudinal acceleration is greater than a first preset threshold and the target longitudinal acceleration is negative, the vertical acceleration corresponding to the front actuator among the plurality of actuators is positive, and the vertical acceleration corresponding to the rear actuator among the plurality of actuators is negative. The sum of the vertical acceleration corresponding to the front actuator and the vertical acceleration corresponding to the rear actuator is the target vertical acceleration. Herein, a positive longitudinal acceleration indicates vehicle acceleration, a negative longitudinal acceleration indicates vehicle deceleration, a positive vertical acceleration indicates vehicle upward acceleration, and a negative vertical acceleration indicates vehicle downward acceleration.

6. The method according to claim 4, characterized in that, When the absolute value of the target lateral acceleration is greater than the second preset threshold and the target lateral acceleration is positive, the vertical acceleration corresponding to the left actuator among the plurality of actuators is positive, and the vertical acceleration corresponding to the right actuator among the plurality of actuators is negative. The sum of the vertical acceleration corresponding to the left actuator and the vertical acceleration of the right actuator is the target vertical acceleration. When the absolute value of the target lateral acceleration is greater than a second preset threshold and the target lateral acceleration is negative, the vertical acceleration corresponding to the left actuator among the plurality of actuators is negative, and the vertical acceleration corresponding to the right actuator among the plurality of actuators is positive. The sum of the vertical acceleration corresponding to the left actuator and the vertical acceleration corresponding to the right actuator is the target vertical acceleration. Herein, a positive lateral acceleration indicates that the vehicle is avoiding a collision to the left, a negative lateral acceleration indicates that the vehicle is avoiding a collision to the right, a positive vertical acceleration indicates that the vehicle is accelerating upwards, and a negative vertical acceleration indicates that the vehicle is accelerating downwards.

7. The method according to claim 4, characterized in that, The method further includes: When the anti-cutting function is activated and the risk level of lateral vehicle intrusion is the second risk level, the lateral displacement is determined. The determination of operating parameters for multiple actuators at each wheel of the vehicle based on the target longitudinal acceleration, the target lateral acceleration, and the target vertical acceleration includes: When the anti-cutting function is activated and the risk level of lateral vehicle intrusion is the second risk level, the operating parameters of multiple actuators for each wheel of the vehicle are determined based on the target longitudinal acceleration, the target lateral acceleration, the lateral displacement, and the target vertical acceleration.

8. The method according to claim 2, characterized in that, Determining the target longitudinal acceleration based on the driving mode includes: Based on the driving mode, acceleration constraints are determined; the acceleration constraints include a first longitudinal acceleration range in traffic jam mode, a second longitudinal acceleration range in free-flow mode, and a longitudinal acceleration range; wherein, the first longitudinal acceleration range is a subset of the second longitudinal acceleration range; Based on the vehicle head-to-rear distance and the speed of the preceding vehicle in the driving environment parameters, and the vehicle speed in the vehicle driving parameters, the desired head-to-rear distance and the desired vehicle distance are calculated; the vehicle head-to-rear distance is used to characterize the distance between the rear of the preceding vehicle and the front of the current vehicle. The target longitudinal acceleration is determined based on the acceleration constraints, the desired headway, and the desired distance between vehicles.

9. The method according to claim 2, characterized in that, The determination of the risk level of lateral vehicle intrusion includes: Based on the position of the side vehicle, the vehicle's lane line, and the speed of the side vehicle in the driving environment parameters, the lateral intrusion amount and intrusion time of the side vehicle are calculated; the lateral intrusion amount is used to characterize the lateral distance of the side vehicle intruding into the vehicle's lane line, and the intrusion time is used to characterize the time required for the side vehicle to reach the vehicle's preset processing point. If the lateral intrusion amount is less than or equal to a first preset distance and the intrusion time is greater than or equal to a first preset time, the risk level of the lateral vehicle intrusion is determined to be the first risk level. If the lateral intrusion amount is greater than the first preset distance and less than or equal to the second preset distance, and the intrusion time is greater than or equal to the second preset time and less than the first preset time, the risk level of the lateral vehicle intrusion is determined to be the second risk level. If the lateral intrusion amount is greater than the second preset distance and the intrusion time is less than the second preset time, the risk level of the lateral vehicle intrusion is determined to be the third risk level. The first preset distance is greater than the second preset distance, and the first preset time is greater than the second preset time.

10. A vehicle, characterized in that, The system includes a processor and a memory, the processor being connected to the memory, the memory storing computer instructions that, when executed on the processor, cause the vehicle to perform the method as described in any one of claims 1-9.

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