Vehicle control method and device, electronic equipment, storage medium and vehicle

Abstract

The invention provides a vehicle control method and device, electronic equipment, a storage medium and a vehicle, and relates to the technical field of automobiles. The method comprises the steps that in the vehicle driving process, the current value of a first parameter of wheels of the vehicle is obtained to serve as a first parameter value; determining a target range of a second parameter corresponding to the first parameter value based on a pre-calibrated tire envelope; the tire envelope characterizes a tire movement range pre-calibrated based on the first parameter and the second parameter; controlling an execution assembly corresponding to the second parameter, so that the second parameter of the wheel does not exceed the target range; wherein the first parameter is a wheel steering angle, and the second parameter is a suspension stroke; or, the first parameter is the suspension stroke, and the second parameter is the wheel steering angle. And the vehicle control effect is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobiles, and in particular to a vehicle control method and device, electronic equipment, storage medium and vehicle. BACKGROUND

[0002] In vehicle design, a suspension system and a steering system are often used to provide sufficient stability and passability for a vehicle.

[0003] In related technologies, the suspension system and the steering system are often independently controlled for a vehicle, which has low flexibility and poor vehicle control effect. SUMMARY

[0004] Embodiments of the present application provide a vehicle control method, device, electronic equipment, storage medium and vehicle to solve the problem of poor vehicle control effect in the prior art.

[0005] In a first aspect, a vehicle control method is provided, and the method includes: In the process of vehicle driving, a current value of a first parameter of a wheel of the vehicle is obtained as a first parameter value; A target range of a second parameter corresponding to the first parameter value is determined based on a tire envelope obtained by pre-calibration, and the tire envelope represents a tire activity range pre-calibrated based on the first parameter and the second parameter; An execution component corresponding to the second parameter is controlled to make the second parameter of the wheel not exceed the target range; Wherein, the first parameter is a wheel steering angle, and the second parameter is a suspension stroke; or, the first parameter is a suspension stroke, and the second parameter is a wheel steering angle.

[0006] Optionally, the tire activity range represented by the tire envelope is positively correlated with the first parameter and the second parameter.

[0007] Optionally, the tire envelope includes a target value region, and the target value region is a value region in which the tire activity range does not exceed a preset activity range.

[0008] Optionally, in the case where the first parameter value belongs to a region other than the target value region, the first parameter is negatively correlated with the target range.

[0009] Optionally, the determination of the target range of the second parameter corresponding to the first parameter value based on the tire envelope obtained by pre-calibration includes: If the first parameter value does not belong to the first parameter range corresponding to the target value region, the boundary point between the target value region corresponding to the first parameter value and other regions is determined; the target value region is a value region where the tire's range of motion does not exceed a preset range of motion. The target range of the second parameter is determined based on the intersection point.

[0010] Optionally, the horizontal axis of the tire envelope is the first parameter, and the vertical axis of the tire envelope is the second parameter. Determining the target range of the second parameter based on the intersection point includes: The parameter value of the vertical axis corresponding to the intersection point is obtained as the intersection value; the intersection value is less than the upper limit value corresponding to the second parameter in the target value region; Based on the determined boundary value, the target range of the second parameter is determined.

[0011] Optionally, controlling the execution component corresponding to the second parameter to ensure that the second parameter of the wheel does not exceed the target range includes: During the vehicle's operation, the current value of the second parameter is obtained; When the current value reaches the boundary value of the target range, a control command is sent to the execution component corresponding to the second parameter, so that the execution component generates a damping force to suppress the current travel direction based on the control command.

[0012] Optionally, sending a control command to the execution component corresponding to the second parameter, causing the execution component to generate a damping force to suppress the current travel direction based on the control command, includes: If the second parameter is the suspension travel, a control current is output to the shock absorber, so that the shock absorber generates a damping force on the piston of the shock absorber that is opposite to the instantaneous movement direction of the piston based on the control current; If the second parameter is the wheel steering angle, a control current is output to the steering motor to drive the motor to generate a torque opposite to the wheel rotation direction.

[0013] Optionally, the method further includes: Before the vehicle moves, the execution component corresponding to the first parameter is controlled to ensure that the first parameter of the wheel does not exceed a first range; the first range belongs to a target value area, which is a value area in which the tire's range of motion does not exceed a preset range of motion; wherein, when the first parameter does not exceed the first range, the value range corresponding to the second parameter is the upper limit range.

[0014] Optionally, the tire envelope is determined based on the snow chain carrying status of the wheel.

[0015] Optionally, the method further includes: Receive the identification signal from the anti-skid chain identification sensor; The anti-skid chain carrying status of the wheel is determined based on the identification signal; Alternatively, the status of the snow chains on the wheels can be determined based on whether the vehicle is in snow mode.

[0016] Optionally, before the vehicle travels, the method further includes: Obtain the current value of the first parameter of the wheel as the first initial value; If the first initial value exceeds the first range, a prompt message is output; the prompt message is used to indicate that there is an abnormality in the wheel.

[0017] In a second aspect, the present invention provides a vehicle control device, which may include: The first acquisition module is used to acquire the current value of a first parameter of the vehicle's wheels as the first parameter value during vehicle operation. The first determining module is used to determine the target range of the second parameter corresponding to the first parameter value based on the pre-calibrated tire envelope; the tire envelope represents the tire activity range pre-calibrated based on the first parameter and the second parameter. The first control module is used to control the execution component corresponding to the second parameter so that the second parameter of the wheel does not exceed the target range; Wherein, the first parameter is the wheel steering angle and the second parameter is the suspension travel; or, the first parameter is the suspension travel and the second parameter is the wheel steering angle.

[0018] Optionally, the tire range of motion characterized by the tire envelope is positively correlated with both the first parameter and the second parameter.

[0019] Optionally, the tire envelope includes a target value region, which is a value region in which the tire's range of motion does not exceed a preset range of motion.

[0020] Optionally, if the first parameter value belongs to a region other than the target value region, the first parameter is negatively correlated with the target range.

[0021] Optionally, the first determining module includes: The boundary point determination submodule is used to determine the boundary point between the target value region corresponding to the first parameter value and other regions when the first parameter value does not belong to the first parameter range corresponding to the target value region; the target value region is a value region where the tire's range of motion does not exceed a preset range of motion. The range determination submodule is used to determine the target range of the second parameter based on the boundary point.

[0022] Optionally, the horizontal axis of the tire envelope is the first parameter, the vertical axis of the tire envelope is the second parameter, and the range determination submodule is specifically used for: The parameter value of the vertical axis corresponding to the intersection point is obtained as the intersection value; the intersection value is less than the upper limit value corresponding to the second parameter in the target value region; Based on the determined boundary value, the target range of the second parameter is determined.

[0023] Optionally, the first control module includes: The current acquisition submodule is used to acquire the current value of the second parameter during the vehicle's operation. The instruction sending submodule is used to send a control instruction to the execution component corresponding to the second parameter when the current value reaches the boundary value of the target range, so that the execution component generates a damping force to suppress the current travel direction based on the control instruction.

[0024] Optionally, the instruction sending submodule is specifically used for: If the second parameter is the suspension travel, a control current is output to the shock absorber, so that the shock absorber generates a damping force on the piston of the shock absorber that is opposite to the instantaneous movement direction of the piston based on the control current; If the second parameter is the wheel steering angle, a control current is output to the steering motor to drive the motor to generate a torque opposite to the wheel rotation direction.

[0025] Optionally, the device further includes: The second control module is used to control the execution component corresponding to the first parameter before the vehicle moves, so that the first parameter of the wheel does not exceed a first range; the first range belongs to a target value area, which is a value area in which the tire's range of motion does not exceed a preset range of motion; wherein, when the first parameter does not exceed the first range, the value range corresponding to the second parameter is an upper limit range.

[0026] Optionally, the tire envelope is determined based on the snow chain carrying status of the wheel.

[0027] Optionally, the device further includes: The signal receiving module is used to receive the identification signal from the anti-skid chain identification sensor; The first state determination module is used to determine the anti-skid chain carrying status of the wheel based on the identification signal; Alternatively, a second state determination module is used to determine the snow chain carrying status of the wheels based on whether the vehicle is in snow mode.

[0028] Optionally, the device further includes: An initial acquisition module is used to acquire the current value of the first parameter of the wheel as a first initial value before the vehicle moves. The information output module is used to output a prompt message when the first initial value exceeds the first range; the prompt message is used to indicate that there is an abnormality in the wheel.

[0029] Thirdly, embodiments of the present invention provide an electronic device, including: a processor, a communication interface, a memory, and a communication bus; wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; When the processor executes the program stored in the memory, it implements the steps in the vehicle control method described in the first aspect above.

[0030] Fourthly, embodiments of the present invention provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the vehicle control method described in the first aspect.

[0031] Fifthly, embodiments of the present invention provide a vehicle, including a processor, a memory, and a vehicle control program stored in the memory. When the processor executes the vehicle control program stored in the memory, it implements the steps in the vehicle control method described in the first aspect above.

[0032] Compared with prior art, the present invention has the following advantages: In this embodiment of the invention, the second parameter of the vehicle wheels can be controlled based on the first parameter, ensuring it does not exceed the target range determined by the tire envelope. This avoids, to some extent, the problem of interference between the wheels and other components caused by excessive suspension travel and excessive steering angle. Furthermore, it can further avoid risks such as abnormal vehicle noise, tire wear, and tire blowouts caused by interference, thus improving vehicle control. Simultaneously, in this embodiment of the invention, suspension travel can be controlled based on the wheel steering angle, or the wheel steering angle can be controlled based on the suspension travel. Instead of controlling the suspension travel and steering angle independently, this improves the flexibility of vehicle control while avoiding excessive suspension travel and excessive steering angle simultaneously.

[0033] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and in order to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings used in the description of the embodiments will be briefly introduced below.

[0035] Figure 1 This is a flowchart of the steps of a vehicle control method provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of a tire envelope provided in an embodiment of the present invention; Figure 3 This is a structural diagram of a vehicle control system provided in an embodiment of the present invention; Figure 4 This is a structural diagram of another vehicle control system provided in an embodiment of the present invention; Figure 5 This is a schematic diagram of another tire envelope provided in an embodiment of the present invention; Figure 6 This is a schematic diagram of another tire envelope provided in an embodiment of the present invention; Figure 7 This is a schematic diagram of another tire envelope provided in an embodiment of the present invention; Figure 8 This is a schematic diagram of another tire envelope provided in an embodiment of the present invention; Figure 9 This is a schematic diagram of another tire envelope provided in an embodiment of the present invention; Figure 10 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present invention; Figure 11 A schematic diagram of the structure of a vehicle provided in an embodiment of the present invention; Figure 12 A block diagram of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0036] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of the invention and to fully convey the scope of the invention to those skilled in the art.

[0037] Figure 1 This is a flowchart of the steps of a vehicle control method provided in an embodiment of the present invention, as follows: Figure 1 As shown, the method may include: Step 101: During the vehicle's operation, obtain the current value of the first parameter of the vehicle's wheels as the first parameter value.

[0038] The vehicle control method provided in this invention can be applied to any vehicle including a suspension system and a steering system. Furthermore, this invention can be applied to a control module within the vehicle, which manages and controls in-vehicle subsystems such as the suspension system and steering system. The aforementioned wheels can be any wheel of the vehicle.

[0039] Specifically, in this embodiment of the invention, during vehicle operation, the current value of the first parameter of the wheel can be obtained as the first parameter value.

[0040] The first parameter mentioned above can be the wheel steering angle or the suspension travel. Accordingly, step 101 can obtain the value of the first parameter through a steering travel sensor or a suspension travel sensor.

[0041] Optionally, step 101 in this embodiment of the invention may specifically include: S1011. Receive the detection signal from the steering stroke sensor, and obtain the current value of the wheel steering angle based on the detection signal as the first parameter value.

[0042] Alternatively, in step S1012, the system receives a detection signal from the suspension travel sensor and uses the current value of the suspension travel as the first parameter value based on the detection signal.

[0043] The aforementioned steering travel sensor is used to detect the steering travel of the wheels. The aforementioned suspension travel sensor, also known as a suspension height sensor, is used to detect the suspension's upward and downward travel. The steering travel sensor can be a steering wheel angle sensor, a linear displacement sensor on the steering pushrod, or a sensor that directly detects the wheel's steering angle; it can be any sensor capable of determining the magnitude of the wheel's steering angle, and this embodiment of the invention does not impose any limitations on this. The aforementioned suspension travel sensor can be a sensor connected to the suspension control arm, a sensor that detects the shock absorber's travel, or a sensor that directly detects the wheel's bounce height, and this embodiment of the invention does not impose any limitations on this.

[0044] Specifically, the aforementioned steering stroke sensor and suspension stroke sensor can be communicatively connected to the control module used in the embodiments of the present invention, thereby facilitating the reception of detection signals from each sensor.

[0045] The detection signal from the steering travel sensor can carry the current value of the wheel steering angle detected by the sensor, and the detection signal from the suspension travel sensor can carry the current value of the suspension travel detected by the sensor. Therefore, the first parameter value can be obtained by reading the detection values ​​carried in the detection signals.

[0046] The aforementioned steering travel can include left and right steering. Correspondingly, a greater steering travel indicates a larger wheel steering angle, and a higher probability of interference between the tire and surrounding components. Similarly, the aforementioned suspension travel can include upward and downward travel. Correspondingly, a greater suspension travel indicates greater wheel bounce, and a higher probability of interference between the tire and surrounding components.

[0047] After obtaining the first parameter value, perform the following steps 102 and 103.

[0048] Step 102: Based on the pre-calibrated tire envelope, determine the target range of the second parameter corresponding to the first parameter value; the tire envelope represents the tire activity range pre-calibrated based on the first parameter and the second parameter.

[0049] Step 103: Control the execution component corresponding to the second parameter so that the second parameter of the wheel does not exceed the target range.

[0050] The tire envelope refers to the dynamic position of the tire determined by a two-dimensional mapping based on the first and second parameters. It characterizes the tire's range of motion in all vehicle movement states and can include tire travel corresponding to different values ​​of the first and second parameters. The tire envelope can be obtained through pre-calibration.

[0051] Specifically, the tire envelope can be obtained by calibrating a real vehicle or by calibrating a simulation model; this embodiment of the invention does not limit this.

[0052] Specifically, on a designated test track or rig, the vehicle can be driven under extreme conditions such as high-speed cornering and uneven road surfaces. High-speed cameras or sensors can detect the tire's movement boundaries under these extreme conditions, thus obtaining the tire envelope. Alternatively, the suspension and steering systems can be deployed on a pre-set rig, driven to different travel distances, and point clouds formed during the movement can be recorded using a 3D scanning recorder mounted on the tire surface. The tire envelope can then be obtained based on the closed surface formed by all point clouds. Alternatively, a full vehicle or suspension model can be built using simulation software, and the vehicle's real parameters (e.g., tire size, suspension coordinates) can be input into the model. The model can then be driven to perform extreme motion simulations, and the tire's trajectory during the simulation can be obtained using simulation software, thus obtaining the tire envelope.

[0053] Optionally, Figure 2 This is a schematic diagram of a tire envelope provided in an embodiment of the present invention, as shown below. Figure 2 As shown, the horizontal axis of the graph represents steering travel, with left turns to the left and right turns to the right. The vertical axis represents suspension travel, with suspension sway above and suspension descent below. Figure 2 The four black-filled corners shown are area A, representing the operating conditions of suspension upper bounce limit and extreme left turn, suspension upper bounce limit and extreme right turn, suspension lower bounce limit and extreme left turn, and suspension lower bounce limit and extreme right turn, respectively. Under these four conditions, excessive tire envelope can lead to insufficient clearance between the wheel and other components, making them prone to interference. Areas outside these four represent areas where, under steering and suspension travel, the tire's range of motion meets preset requirements, the clearance between the wheel and other components is sufficient, and interference is generally avoided. These preset requirements can be that the tire's range of motion does not exceed a preset range, or that the clearance between the wheel and other components is not less than a minimum limit value. Alternatively, to ensure a safety margin, the preset requirement can be that the clearance between the wheel and other components is slightly greater than the minimum limit value. The minimum limit value refers to the minimum clearance requirement. For example, if the minimum limit value for the clearance between the tire and other components is 5mm, the preset requirement could be a clearance of not less than 6mm, 10mm, or 20mm, etc.

[0054] Understandably, in order to ensure vehicle stability and passability, it is necessary to control the suspension travel or wheel steering angle so that the corresponding tire travel does not fall within the range of the aforementioned extreme working conditions.

[0055] Based on this, after obtaining the first parameter value, this embodiment of the invention can determine the target range of the second parameter corresponding to the first parameter value based on the pre-calibrated tire envelope. The target range refers to the range of values ​​for the second parameter below the first parameter value that makes the tire's range of motion meet the aforementioned preset requirements.

[0056] Specifically, in this embodiment of the invention, the range of values ​​for a first parameter corresponding to the extreme operating condition region can be determined based on a pre-calibrated tire envelope. If the first parameter value does not belong to this range, it indicates that under this first parameter value, any second parameter value will not cause the tire travel to fall into the extreme operating condition. In this case, the target range of the second parameter can be directly determined as the upper limit range covered by the upper limit of the upward bounce and the lower limit of the downward bounce shown in the tire envelope. Correspondingly, if the first parameter value belongs to this range, the maximum value under this first parameter value that prevents the tire travel from falling into the extreme operating condition can be determined, and then the target range can be determined based on the determined maximum value.

[0057] The aforementioned actuator refers to an actuator used to control the second parameter. When the second parameter is suspension travel, the actuator can be a shock absorber that controls the suspension travel, such as a shock absorber with active hydraulic height control, a shock absorber with height control via a motor, a shock absorber that controls wheel center height, or a shock absorber that controls the swing angle of the control arm. Correspondingly, when the second parameter is wheel steering angle, the actuator can be a steering actuator.

[0058] Optionally, in this embodiment of the invention, the tire envelope can be determined based on the anti-skid chain carrying status of the wheel.

[0059] The aforementioned snow chains refer to mechanical devices used to enhance tire grip and prevent wheels from slipping on extreme road surfaces (such as ice, snow, or mud). Correspondingly, the clearance between the wheel carrying snow chains and other components such as the vehicle body, shock absorbers, longitudinal beams, and springs is further reduced. Therefore, for vehicles carrying snow chains, the safety margin for suspension travel and steering control is smaller, increasing the risk of tire blowouts and affecting vehicle stability and traction. Furthermore, the tire envelope differs depending on whether snow chains are carried. Understandably, without snow chains, the tire's range of motion is often greater.

[0060] The aforementioned snow chain carrying state can include a first state and a second state. The first state can indicate that the wheel is not carrying snow chains, and the second state can indicate that the wheel is carrying snow chains.

[0061] Furthermore, in this embodiment of the invention, the vehicle can be calibrated twice in advance. Calibration can be performed on a vehicle carrying snow chains to obtain the tire envelope corresponding to the snow chains. Correspondingly, calibration can be performed again on a vehicle not carrying snow chains to obtain the tire envelope corresponding to the snow chains.

[0062] Based on this, the tire envelope in the embodiments of the present invention can be determined based on the anti-skid chain carrying status of the wheel, thereby ensuring that the tire envelope used matches the actual situation of the vehicle and ensuring the vehicle control effect.

[0063] Optionally, embodiments of the present invention may further include: Receive the identification signal from the anti-skid chain identification sensor.

[0064] The anti-skid chain carrying status of the wheel is determined based on the identification signal.

[0065] Alternatively, the status of the snow chains on the wheels can be determined based on whether the vehicle is in snow mode.

[0066] The aforementioned anti-skid chain identification sensor can be a vision sensor, and correspondingly, the aforementioned identification signal can be a visual signal. The visual signal collected by the anti-skid chain identification sensor can be used to detect whether the wheel is carrying anti-skid chains and obtain the anti-skid chain carrying status.

[0067] Specifically, in this embodiment of the invention, the vehicle control module can communicate with the anti-skid chain identification sensor. The communication connection can be made via wiring harness, Bluetooth, or radio, etc. The connection method can be set according to actual needs, and this embodiment of the invention does not impose any restrictions on this.

[0068] Specifically, the aforementioned identification signal can be a wheel image collected by a snow chain identification sensor. Accordingly, in this embodiment of the invention, the identification signal can be detected and identified by a pre-trained image recognition model to determine whether a snow chain exists in the wheel image. If it exists, it can be determined that the wheel carries a snow chain; if it does not exist, it can be determined that the wheel does not carry a snow chain.

[0069] The aforementioned snow mode refers to a control mode set for vehicles on extreme road surfaces such as ice and snow. Users can select to turn snow mode on or off using the snow mode control switch according to actual road conditions. This snow mode control switch can be a physical button inside the vehicle or a virtual button light in the vehicle's central control panel. Vehicle users can interact with the snow mode control switch to switch the vehicle into snow mode or non-snow mode. Accordingly, this embodiment of the invention can determine whether the vehicle is in snow mode by the current on / off state of the snow mode control switch. Specifically, if the snow mode control switch is on, the vehicle is in snow mode; conversely, if the snow mode control switch is off, the vehicle is in non-snow mode.

[0070] Specifically, vehicles that can switch to snow mode often have wheels with snow chains that can be extended or retracted from the tire grooves. When the vehicle is in snow mode, the snow chains on its wheels will extend from the tire grooves to improve wheel grip. Therefore, in this embodiment of the invention, when it is determined that the vehicle is in snow mode, it can be determined that the wheels are carrying snow chains.

[0071] In this embodiment of the invention, by setting a snow chain recognition sensor, the accuracy of determining whether a wheel is carrying snow chains can be improved to some extent. Simultaneously, by determining whether the vehicle is in snow mode to ascertain whether the wheel is carrying snow chains, the cost of snow chain recognition can be reduced to some extent while simultaneously identifying whether a wheel is carrying snow chains.

[0072] Optionally, the operation described above, which controls the execution component corresponding to the second parameter to ensure that the second parameter of the wheel does not exceed the target range, may specifically include: During the vehicle's operation, the current value of the second parameter is obtained.

[0073] When the current value reaches the boundary value of the target range, a control command is sent to the execution component corresponding to the second parameter, so that the execution component generates a damping force to suppress the current travel direction based on the control command.

[0074] Here, the current travel direction refers to the direction corresponding to the current value of the second parameter. Taking the second parameter as the suspension travel as an example, if the current value is the suspension up bounce height H, then the current travel direction is the suspension up bounce direction. The boundary value of the target range refers to the maximum value of the second parameter. For example, taking the second parameter as the suspension travel, the boundary values ​​are the suspension up bounce boundary value and the suspension down bounce boundary value within the target range.

[0075] Based on this, after determining the target range, the embodiments of the present invention can obtain the current value of the second parameter in real time during the vehicle's movement. When the current value has reached the boundary value of the target range, it is necessary to prevent the second parameter from moving along the current travel direction. Based on this, the embodiments of the present invention can send a control command to the execution component corresponding to the second parameter. The execution component can generate a damping force to suppress the current travel direction based on the control command, so that the second parameter no longer moves along the current travel direction.

[0076] For example, taking the second parameter as the suspension travel, if the vehicle uses a hydraulic suspension system, the hydraulic suspension system can close the hydraulic circuit after receiving the control command, so that the suspension is maintained at the current height.

[0077] Optionally, the above-mentioned operation of sending a control command to the execution component corresponding to the second parameter, causing the execution component to generate a damping force to suppress the current travel direction based on the control command, may specifically include: If the second parameter is the suspension travel, a control current is output to the shock absorber, so that the shock absorber generates a damping force on the piston of the shock absorber that is opposite to the instantaneous movement direction of the piston based on the control current.

[0078] If the second parameter is the wheel steering angle, a control current is output to the steering motor to drive the motor to generate a torque opposite to the wheel rotation direction.

[0079] Specifically, when the second parameter is suspension travel, the aforementioned actuator can be a shock absorber. Accordingly, the shock absorber can, based on control current, cause the piston to generate a damping force opposite to the instantaneous movement direction, thus preventing the suspension travel from continuing to increase in the instantaneous movement direction. Similarly, when the second parameter is wheel steering angle, the aforementioned actuator can be a steering gear. Accordingly, the steering gear motor can, based on control current, generate a torque opposite to the wheel rotation direction, thereby preventing the wheel steering angle from continuing to increase in the wheel rotation direction.

[0080] This allows for real-time control of the vehicle's second parameter during operation, preventing it from exceeding the target range.

[0081] For example, Figure 3 This is a structural diagram of a vehicle control system provided in an embodiment of the present invention, such as... Figure 3 As shown, the system may include a control module, a power supply, a shock absorber, a suspension travel sensor, a steering travel sensor, a steering actuator, and a snow chain identification sensor.

[0082] Another example is, Figure 4 This is a structural diagram of another vehicle control system provided in an embodiment of the present invention, such as...Figure 4 As shown, the system may include a control module, a power supply, a shock absorber, a suspension travel sensor, a steering travel sensor, a steering actuator, and a snow mode control switch.

[0083] The aforementioned control module is used to execute the vehicle control method provided in the embodiments of the present invention, and is used to send a control signal to the aforementioned steering actuator or shock absorber after determining the target range, so that the second parameter does not exceed the target range.

[0084] It should be noted that in related technologies, in order to optimize the problem that excessive tire envelope may lead to insufficient clearance between the tire and components such as the inner shock absorber, spring, and body under the above extreme working conditions, the components that interfere with the tire are often moved inward, the wheel is moved outward, or a narrower tire is replaced. However, this approach will affect the overall vehicle design, impacting vehicle performance and model positioning.

[0085] The vehicle control method provided in this invention can control the second parameter of the vehicle wheels based on the first parameter, ensuring that it does not exceed the target range determined by the tire envelope. This avoids, to some extent, the problem of interference between other wheel components caused by excessive suspension travel and excessive steering angle. Furthermore, it can further avoid risks such as abnormal vehicle noise, tire wear, and tire blowouts caused by interference, thus improving vehicle control performance. Simultaneously, in this invention, suspension travel can be controlled based on wheel steering angle, or wheel steering angle can be controlled based on suspension travel, rather than independently controlling suspension travel and steering angle. This improves the flexibility of vehicle control while avoiding excessive suspension travel and excessive steering angle simultaneously.

[0086] Optionally, in one embodiment of the present invention, the tire activity range characterized by the tire envelope is positively correlated with both the first parameter and the second parameter.

[0087] Specifically, the larger the value of the first parameter, the greater the tire travel and the larger the corresponding tire range of motion. Correspondingly, the larger the value of the second parameter, the greater the tire travel and the larger the corresponding tire range of motion. Conversely, the smaller the value of the first parameter, the smaller the tire travel and the smaller the corresponding tire range of motion. The smaller the value of the second parameter, the smaller the tire travel and the smaller the corresponding tire range of motion.

[0088] This makes it easier to control the second parameter based on the tire envelope and the first parameter value.

[0089] Optionally, in one embodiment of the present invention, the tire envelope includes a target value region, which is a value region in which the tire's range of motion does not exceed a preset range of motion.

[0090] The aforementioned preset range of motion can be a range of motion that prevents the wheel from interfering with other components, or it can be a pre-calibrated limit range of motion. Accordingly, within the aforementioned target range, the tire's range of motion does not exceed the preset range, and the wheel does not interfere with other components. Conversely, in areas outside the target range, the wheel is prone to interfering with other components.

[0091] Thus, embodiments of the present invention can facilitate the determination of the target range of the second parameter corresponding to the first parameter value based on the target value region.

[0092] Optionally, in one embodiment of the present invention, when the first parameter value belongs to a first parameter range corresponding to a region other than the target value range, the first parameter is negatively correlated with the target range.

[0093] Understandably, if the first parameter value falls within the range corresponding to other regions, it indicates that the range of the second parameter needs to be limited to avoid interference between the wheel and other components if a larger second parameter is used. Conversely, if the first parameter value falls within the range corresponding to other regions, a larger first parameter value results in a smaller target range, thus preventing interference between the wheel and other components. Similarly, a smaller first parameter value allows for a larger target range, preventing interference while ensuring a wider controllable range for the second parameter.

[0094] In this way, the target range of the second parameter can be determined based on the value of the first parameter by using the target value range and other regions, ensuring that the tire's range of motion does not exceed the preset range of motion, and to a certain extent ensuring that the wheels do not interfere with other components during vehicle operation.

[0095] Optionally, in one embodiment of the present invention, the operation of determining the target range of the second parameter corresponding to the first parameter value based on the pre-calibrated tire envelope may specifically include: If the first parameter value does not belong to the first parameter range corresponding to the target value region, the boundary point between the target value region corresponding to the first parameter value and other regions is determined; the target value region is the value region where the tire's range of motion does not exceed the preset range of motion.

[0096] The target range of the second parameter is determined based on the intersection point.

[0097] Optionally, in one embodiment of the present invention, the horizontal axis of the tire envelope is the first parameter, and the vertical axis of the tire envelope is the second parameter. The operation of determining the target range of the second parameter based on the intersection point may specifically include: The parameter value of the vertical axis corresponding to the intersection point is obtained as the intersection value; the intersection value is less than the upper limit value corresponding to the second parameter in the target value region.

[0098] Based on the determined boundary value, the target range of the second parameter is determined.

[0099] The aforementioned target value range refers to the value range within which the tire's range of motion does not exceed the preset range of motion, that is, the aforementioned Figure 2 The area outside the extreme operating condition zone shown. In other areas outside this target value zone, the tire often interferes with other components, potentially leading to risks such as tire blowouts. The tire envelope may include at least one area outside the target value zone.

[0100] For example, Figure 5 This is a schematic diagram of another tire envelope provided in an embodiment of the present invention, such as... Figure 5 As shown, an additional region A is illustrated, representing a situation where the tire envelope exceeds the design limits only at the left turn limit and suspension upper bound limit; this does not occur at other locations. This is understandable. Figure 5 When a vehicle's drive wheels bounce to their maximum height, the steering mechanism is then activated to turn the vehicle to its maximum left turning angle. Finally, when the steering mechanism reaches its left turning limit, the wheels bounce back to their normal height. The trajectory of the tire's movement during this entire process is called the maximum tire envelope during the bounce and left turn. While the tire envelope is relatively small during a single bounce and a single left turn, it is larger during a simultaneous bounce and left turn, making it more prone to interference with surrounding components.

[0101] Based on this, embodiments of the present invention can determine the boundary value between the target value region corresponding to the first parameter value and the second parameter of other regions when it is determined that the first parameter value does not belong to the first parameter range corresponding to the target value region. This boundary value is less than the upper limit value corresponding to the second parameter in the target value region.

[0102] The aforementioned upper limit value refers to the maximum value of the second parameter corresponding to the first parameter value within the tire envelope. The aforementioned other regions refer to the tire envelope regions that are not within the target value region.

[0103] Specifically, embodiments of the present invention can pre-determine the first parameter range corresponding to each other region in the tire envelope based on the tire envelope, that is, the above-mentioned Figure 2The range of the horizontal or vertical coordinates corresponding to the intermediate limit operating condition region. In this case, if the first parameter value belongs to the first parameter range, it can be determined that the first parameter value does not belong to the first parameter range corresponding to the target value region; conversely, if the first parameter value does not belong to the first parameter range, it can be determined that the first parameter value belongs to the first parameter range corresponding to the target value region. For example, Figure 6 This is a schematic diagram of another tire envelope provided in an embodiment of the present invention, as shown below. Figure 6 As shown, the X=L1 line corresponds to a left turning angle of L1. Since it does not contact the area where the tire envelope exceeds the design limit, there is no need to actively control the suspension height to limit it. Instead, the mechanical limit at the limit position of the suspension itself can be used to limit it.

[0104] Furthermore, if it is determined that the first parameter value does not belong to the first parameter range corresponding to the target value area, it indicates that the current first parameter value poses a risk of interference between the wheel and other components. In this case, it is necessary to control the second parameter.

[0105] Specifically, the boundary point between the target value region corresponding to the first parameter value and other regions can be determined, and the parameter value of the second parameter corresponding to the boundary point can be used as the boundary value, which is less than the aforementioned upper limit value. Further, the target range of the second parameter can be determined based on the boundary values ​​of the second parameter determined within each target value region. Specifically, the aforementioned boundary point can be obtained by simulating the tire envelope. The aforementioned first parameter value can be input into the tire envelope simulation model to obtain the x-coordinate and y-coordinate of the boundary point.

[0106] Furthermore, such as Figure 6 As shown, the number of boundary values ​​of the second parameter determined based on the first parameter value in a tire envelope does not exceed 2. In this case, the embodiment of the present invention can first determine the value range of each boundary value and the upper limit value of another travel direction, and then determine the intersection of each value range as the target range. Here, the other travel direction refers to the travel direction different from the travel direction of the boundary value.

[0107] For example, Figure 7 This is a schematic diagram of another tire envelope provided in an embodiment of the present invention, as shown below. Figure 7 As shown, when the vehicle turns left with a travel of L2, the X=L2 line segment only touches the black-filled area in the lower left corner, which represents the left turn limit. When the vehicle reaches its maximum downward jump, the tire envelope will be too large, requiring active control of the suspension's downward jump height Ha. The value of Ha is the Y-direction value of the intersection of the X=L2 line segment and the boundary of the black-filled area in the lower left corner. Accordingly, the target range can be determined as [tire upward jump limit position, tire downward jump Ha].

[0108] Another example is, Figure 8This is a schematic diagram of another tire envelope provided in an embodiment of the present invention, as shown below. Figure 8 As shown, when the vehicle's left turn travel is L3, as... Figure 8 As shown, when the X=L3 line segment touches the black-filled area in the lower left corner, it indicates that the tire envelope will be too large when turning left to the limit and experiencing a maximum downward jump. Therefore, it is necessary to actively control the suspension's downward jump height Hb, where Hb is the Y-axis value of the intersection of the X=L2 line segment and the boundary of the black-filled area in the lower left corner. Similarly, when the X=L3 line segment touches the black-filled area in the upper left corner, it indicates that the tire envelope will be too large when turning left to the limit and experiencing a maximum upward jump. This also requires active control of the suspension's upward jump height Hc, where Hc is the Y-axis value of the intersection of the X=L3 line segment and the boundary of the black-filled area in the upper left corner. Accordingly, the range of values ​​determined for the black-filled area in the lower left corner is [tire upward jump limit position, tire downward jump Hb], and the range of values ​​determined for the black-filled area in the upper left corner is [tire upward jump Hc, tire downward jump limit position]. Taking the intersection yields the target range of [tire upward jump Hc, tire downward jump Hb].

[0109] Another example is, Figure 9 This is a schematic diagram of another tire envelope provided in an embodiment of the present invention, as shown below. Figure 9 As shown, taking steering travel as the first parameter as an example, when the vehicle's left turn travel is no greater than L4 or the vehicle's right turn travel is no greater than L5, the first parameter value does not belong to any black-filled area, and the target range of the suspension travel can be directly determined as [tire upper bounce limit position, tire lower bounce limit position]. Correspondingly, when the vehicle's left turn travel is greater than L4 or the vehicle's right turn travel is greater than L5, the first parameter value belongs to at least one black-filled area, and it is necessary to determine the tire upper bounce Hc and / or tire lower bounce Hb based on the first parameter value.

[0110] In this embodiment of the invention, while ensuring that the determined target range does not exceed the upper limit of the suspension travel or steering travel, the problem of vehicle abnormality caused by excessive suspension travel or steering travel can be avoided, thus ensuring vehicle passability and vehicle stability.

[0111] Optionally, in one embodiment of the present invention, the embodiment may further include: Before the vehicle moves, the execution component corresponding to the first parameter is controlled to ensure that the first parameter of the wheel does not exceed a first range; the first range belongs to a target value area, which is a value area in which the tire's range of motion does not exceed a preset range of motion; wherein, when the first parameter does not exceed the first range, the value range corresponding to the second parameter is the upper limit range.

[0112] Specifically, when a vehicle is first started, the suspension or steering system may not have returned to its initial position before parking, which could cause tire wear if driven directly. In this case, embodiments of the present invention can perform a self-check before the vehicle is driven to control the first parameter to not exceed a first range.

[0113] The first range mentioned above belongs to the target value area, which refers to the range where the tire's range of motion does not exceed the preset range of motion. The upper limit range refers to the extreme range of the second parameter. Figure 9 For example, if the second parameter is the suspension travel, the above limit range can be [tire upper limit position, tire lower limit position]. Specifically, when the first parameter does not exceed the first range, the value range of the second parameter is the upper limit range. That is, when the first parameter is controlled to not exceed the first range, there is no need to restrict the value range of the second parameter, and the second parameter can move within the upper limit range.

[0114] Thus, in this embodiment of the invention, the first parameter can be controlled to not exceed the first range before the vehicle is driven, so that the second parameter can move within the upper limit range, which can, to a certain extent, avoid damage to the tires caused by excessive suspension travel or excessive steering when the vehicle is just started.

[0115] Optionally, in one embodiment of the present invention, the above-described control of the execution component corresponding to the first parameter is used to ensure that the first parameter of the wheel does not exceed a first range. Specifically, this embodiment may include: A control command is sent to the execution component corresponding to the first parameter, causing the execution component to move the device to be controlled corresponding to the first parameter to a preset reference value based on the control command.

[0116] The aforementioned preset reference value can be a pre-set default value, or it can be one of the above. Figures 4~9 The initial tire position or steering position shown is illustrated. The device to be controlled can be a suspension or a steering system. Specifically, the control command may carry a preset reference value, allowing the execution component to move the device to be controlled based on the first control command, causing it to move to the preset reference value.

[0117] Optionally, in one embodiment of the present invention, before the vehicle travels, the embodiment may further include: Obtain the current value of the first parameter of the wheel as the first initial value.

[0118] If the first initial value exceeds the first range, a prompt message is output; the prompt message is used to indicate that there is an abnormality in the wheel.

[0119] Get the current value of the first parameter as the first initial value. If the first initial value exceeds the first range, it indicates that driving directly at this time will damage the tires, and a prompt message can be output.

[0120] The aforementioned prompts can be in text form or in audio-visual form. These prompts can be output to the vehicle's cabin so that vehicle users can promptly identify any abnormal wheel conditions through the prompts.

[0121] Optionally, in one embodiment of the present invention, during vehicle operation, the embodiment can detect and execute step 101 at intervals of time t, then obtain the target range of the second parameter, first lim / second lim, based on the tire envelope corresponding to the vehicle. The parameter value of the second parameter is then determined using a suspension height sensor or steering stroke sensor. When the parameter value reaches the first lim or the second lim, the corresponding execution component is controlled to prevent further upward / downward jumping or further left / right turning. Further, when the vehicle continues to operate, the cycle repeats, and the above steps are executed again. When the vehicle stops operating, the control process ends.

[0122] Figure 10 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present invention, as shown below. Figure 10 As shown, the device 20 may include: The first acquisition module 201 is used to acquire the current value of the first parameter of the vehicle's wheels as the first parameter value during the vehicle's operation. The first determining module 202 is used to determine the target range of the second parameter corresponding to the first parameter value based on the pre-calibrated tire envelope; the tire envelope represents the tire activity range pre-calibrated based on the first parameter and the second parameter. The first control module 203 is used to control the execution component corresponding to the second parameter so that the second parameter of the wheel does not exceed the target range; Wherein, the first parameter is the wheel steering angle and the second parameter is the suspension travel; or, the first parameter is the suspension travel and the second parameter is the wheel steering angle.

[0123] Optionally, the tire range of motion characterized by the tire envelope is positively correlated with both the first parameter and the second parameter.

[0124] Optionally, the tire envelope includes a target value region, which is a value region in which the tire's range of motion does not exceed a preset range of motion.

[0125] Optionally, if the first parameter value belongs to a region other than the target value region, the first parameter is negatively correlated with the target range.

[0126] Optionally, the first determining module includes: The boundary point determination submodule is used to determine the boundary point between the target value region corresponding to the first parameter value and other regions when the first parameter value does not belong to the first parameter range corresponding to the target value region; the target value region is a value region where the tire's range of motion does not exceed a preset range of motion. The range determination submodule is used to determine the target range of the second parameter based on the boundary point.

[0127] Optionally, the horizontal axis of the tire envelope is the first parameter, the vertical axis of the tire envelope is the second parameter, and the range determination submodule is specifically used for: The parameter value of the vertical axis corresponding to the intersection point is obtained as the intersection value; the intersection value is less than the upper limit value corresponding to the second parameter in the target value region; Based on the determined boundary value, the target range of the second parameter is determined.

[0128] Optionally, the first control module includes: The current acquisition submodule is used to acquire the current value of the second parameter during the vehicle's operation. The instruction sending submodule is used to send a control instruction to the execution component corresponding to the second parameter when the current value reaches the boundary value of the target range, so that the execution component generates a damping force to suppress the current travel direction based on the control instruction.

[0129] Optionally, the instruction sending submodule is specifically used for: If the second parameter is the suspension travel, a control current is output to the shock absorber, so that the shock absorber generates a damping force on the piston of the shock absorber that is opposite to the instantaneous movement direction of the piston based on the control current; If the second parameter is the wheel steering angle, a control current is output to the steering motor to drive the motor to generate a torque opposite to the wheel rotation direction.

[0130] Optionally, the device further includes: The second control module is used to control the execution component corresponding to the first parameter before the vehicle moves, so that the first parameter of the wheel does not exceed a first range; the first range belongs to a target value area, which is a value area in which the tire's range of motion does not exceed a preset range of motion; wherein, when the first parameter does not exceed the first range, the value range corresponding to the second parameter is an upper limit range.

[0131] Optionally, the tire envelope is determined based on the snow chain carrying status of the wheel.

[0132] Optionally, the device further includes: The signal receiving module is used to receive the identification signal from the anti-skid chain identification sensor; The first state determination module is used to determine the anti-skid chain carrying status of the wheel based on the identification signal; Alternatively, a second state determination module is used to determine the snow chain carrying status of the wheels based on whether the vehicle is in snow mode.

[0133] Optionally, the device further includes: An initial acquisition module is used to acquire the current value of the first parameter of the wheel as a first initial value before the vehicle moves. The information output module is used to output a prompt message when the first initial value exceeds the first range; the prompt message is used to indicate that there is an abnormality in the wheel.

[0134] The vehicle control device provided in this invention can control the second parameter of the vehicle wheels based on a first parameter, ensuring that it does not exceed the target range determined by the tire envelope. This avoids, to a certain extent, the problem of interference between the wheels and other components such as snow chains caused by excessive suspension travel and excessive steering angle. Furthermore, it can further avoid risks such as abnormal vehicle noise, tire wear, and tire blowouts caused by interference, thus improving vehicle control performance. Simultaneously, in this invention, suspension travel can be controlled based on wheel steering angle, and wheel steering angle can also be controlled based on suspension travel, rather than independently controlling suspension travel and steering angle. This improves the flexibility of vehicle control while avoiding excessive suspension travel and excessive steering angle simultaneously.

[0135] This invention also provides a vehicle, such as... Figure 11 As shown, the system includes a processor 401, a memory 402, and a computer program 4021 stored in the memory. When the processor executes the computer program stored in the memory, it performs the following steps: during vehicle operation, it acquires the current value of a first parameter of the vehicle's wheels as the first parameter value; based on a pre-calibrated tire envelope, it determines the target range of a second parameter corresponding to the first parameter value; the tire envelope represents the tire's range of motion pre-calibrated based on the first parameter and the second parameter; it controls the execution component corresponding to the second parameter so that the second parameter of the wheel does not exceed the target range; wherein, the first parameter is the wheel steering angle, and the second parameter is the suspension travel; or, the first parameter is the suspension travel, and the second parameter is the wheel steering angle.

[0136] The processor 401 can also implement other steps in the above vehicle control method, which will not be described in detail here.

[0137] This invention also provides an electronic device, such as... Figure 12 As shown, it includes a processor 501, a communication interface 502, a memory 503, and a communication bus 504, wherein the processor 501, the communication interface 502, and the memory 503 communicate with each other through the communication bus 504.

[0138] Memory 503 is used to store computer programs.

[0139] When processor 501 executes the program stored in memory 503, it performs the following steps: during vehicle operation, it acquires the current value of a first parameter of the vehicle's wheel as the first parameter value; based on a pre-calibrated tire envelope, it determines the target range of a second parameter corresponding to the first parameter value; the tire envelope represents the tire's range of motion pre-calibrated based on the first parameter and the second parameter; it controls the execution component corresponding to the second parameter so that the second parameter of the wheel does not exceed the target range; wherein, the first parameter is the wheel steering angle, and the second parameter is the suspension travel; or, the first parameter is the suspension travel, and the second parameter is the wheel steering angle.

[0140] The processor 501 can also implement other steps in the above vehicle control method, which will not be described in detail here.

[0141] The communication bus mentioned in the above electronic devices can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in the diagram, but this does not indicate that there is only one bus or one type of bus.

[0142] The communication interface is used for communication between the aforementioned electronic devices and other devices.

[0143] The memory may include random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Optionally, the memory may also be at least one storage device located remotely from the aforementioned processor.

[0144] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0145] In another embodiment of the present invention, a computer-readable storage medium is also provided, which stores instructions that, when executed on a computer, cause the computer to perform the vehicle control method described in the above embodiments.

[0146] In another embodiment of the present invention, a computer program product containing instructions is also provided, which, when run on a computer, causes the computer to execute the vehicle control method described in the above embodiments.

[0147] In the above embodiments, implementation can be achieved entirely or partially through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented entirely or partially in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of the present invention are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid state disk (SSD)).

[0148] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0149] The various embodiments in this specification are described in a related manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. For embodiments of devices, electronic devices, computer-readable storage media, and computer program products containing instructions, the descriptions are relatively simple because they are basically similar to the method embodiments; relevant parts can be referred to the descriptions of the method embodiments.

[0150] The above description is merely a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention are included within the scope of protection of the present invention.

Claims

1. A vehicle control method, characterized in that, The method includes: During vehicle operation, the current value of the first parameter of the vehicle's wheels is obtained as the first parameter value; Based on the pre-calibrated tire envelope, the target range of the second parameter corresponding to the first parameter value is determined; the tire envelope represents the tire activity range pre-calibrated based on the first parameter and the second parameter. The execution component corresponding to the second parameter is controlled to ensure that the second parameter of the wheel does not exceed the target range; Wherein, the first parameter is the wheel steering angle and the second parameter is the suspension travel; or, the first parameter is the suspension travel and the second parameter is the wheel steering angle.

2. The method according to claim 1, characterized in that, The tire range of motion, as represented by the tire envelope, is positively correlated with both the first parameter and the second parameter.

3. The method according to claim 1, characterized in that, The tire envelope includes a target value region, which is a value region in which the tire's range of motion does not exceed a preset range of motion.

4. The method according to claim 3, characterized in that, When the first parameter value belongs to a first parameter range corresponding to a region other than the target value range, the first parameter is negatively correlated with the target range.

5. The method according to claim 1, characterized in that, The step of determining the target range of the second parameter corresponding to the first parameter value based on the pre-calibrated tire envelope includes: If the first parameter value does not belong to the first parameter range corresponding to the target value region, the boundary point between the target value region corresponding to the first parameter value and other regions is determined; the target value region is a value region where the tire's range of motion does not exceed a preset range of motion. The target range of the second parameter is determined based on the intersection point.

6. The method according to claim 5, characterized in that, The horizontal axis of the tire envelope is the first parameter, and the vertical axis of the tire envelope is the second parameter. Determining the target range of the second parameter based on the intersection point includes: The parameter value of the vertical axis corresponding to the intersection point is obtained as the intersection value; the intersection value is less than the upper limit value corresponding to the second parameter in the target value region; Based on the determined boundary value, the target range of the second parameter is determined.

7. The method according to claim 1, characterized in that, Controlling the execution component corresponding to the second parameter to ensure that the second parameter of the wheel does not exceed the target range includes: During the vehicle's operation, the current value of the second parameter is obtained; When the current value reaches the boundary value of the target range, a control command is sent to the execution component corresponding to the second parameter, so that the execution component generates a damping force to suppress the current travel direction based on the control command.

8. The method according to claim 7, characterized in that, Sending a control command to the execution component corresponding to the second parameter, causing the execution component to generate a damping force to suppress the current travel direction based on the control command, includes: If the second parameter is the suspension travel, a control current is output to the shock absorber, so that the shock absorber generates a damping force on the piston of the shock absorber that is opposite to the instantaneous movement direction of the piston based on the control current; If the second parameter is the wheel steering angle, a control current is output to the steering motor to drive the motor to generate a torque opposite to the wheel rotation direction.

9. The method according to claim 1, characterized in that, The method further includes: Before the vehicle moves, the execution component corresponding to the first parameter is controlled to ensure that the first parameter of the wheel does not exceed a first range; the first range belongs to a target value area, which is a value area where the tire's range of motion does not exceed a preset range of motion; wherein, when the first parameter does not exceed the first range, the value range corresponding to the second parameter is the upper limit range.

10. The method according to claim 1, characterized in that, The tire envelope is determined based on the condition of the wheel carrying the anti-skid chain.

11. The method according to claim 10, characterized in that, The method further includes: Receive the identification signal from the anti-skid chain identification sensor; The anti-skid chain carrying status of the wheel is determined based on the identification signal; Alternatively, the status of the snow chains on the wheels can be determined based on whether the vehicle is in snow mode.

12. The method according to claim 9, characterized in that, Before the vehicle is driven, the method further includes: Obtain the current value of the first parameter of the wheel as the first initial value; If the first initial value exceeds the first range, a prompt message is output; the prompt message is used to indicate that there is an abnormality in the wheel.

13. A vehicle control device, characterized in that, The device includes: The first acquisition module is used to acquire the current value of a first parameter of the vehicle's wheels as the first parameter value during vehicle operation. The first determining module is used to determine the target range of the second parameter corresponding to the first parameter value based on the pre-calibrated tire envelope; the tire envelope represents the tire activity range pre-calibrated based on the first parameter and the second parameter. The first control module is used to control the execution component corresponding to the second parameter so that the second parameter of the wheel does not exceed the target range; Wherein, the first parameter is the wheel steering angle and the second parameter is the suspension travel; or, the first parameter is the suspension travel and the second parameter is the wheel steering angle.

14. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the steps of the method as described in any one of claims 1 to 12.

15. A vehicle, characterized in that, The method includes a processor, a memory, and a computer program stored in the memory. When the processor executes the computer program stored in the memory, it implements the steps of the method as described in any one of claims 1 to 12.

Images