Vehicle control method, vehicle, device and program product

Abstract

The invention relates to the technical field of vehicles, in particular to a vehicle control method, a vehicle, equipment and a program product. The method comprises the steps that the real-time distance between a pit passing wheel and a pit in a vehicle is obtained, and the pit passing wheel refers to the first wheel, intersecting with the pit, in four wheels of the vehicle; and based on the magnitude relation between the real-time distance and the distance threshold value, damper damping of the four wheels of the vehicle is adjusted, and the main suspension force corresponding to each wheel in the vehicle is adjusted. When the vehicle needs to pass through the pit, through cooperative control of damping of the shock absorber and main power of the suspension, it is guaranteed that the vehicle body is stable when passing through the pit, non-inductive pit passing is achieved, and the driving smoothness and safety of the vehicle on a complex road are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a vehicle control method, vehicle, equipment, and program product. Background Technology

[0002] In the field of modern vehicle control, chassis suspension system integration solutions and corresponding control technologies are core factors in the driving smoothness of the entire vehicle. Especially on urban roads or mountain roads, vehicles frequently pass over manhole covers or deep potholes, which may cause tire blowouts at high speeds and wheel-chassis scraping at low speeds. This is especially true for new energy vehicles, which are prone to battery pack damage, affecting driving safety.

[0003] Currently, most vehicles on the market are equipped with semi / fully active suspension systems that use sensors to detect road surface information and adjust the shock absorber damping in advance to reduce the impact when going over potholes. Alternatively, some vehicles use radar to identify potholes and actively avoid them by controlling the vehicle's steering or braking system. However, these systems can only reduce the impact of potholes to a certain extent and cannot achieve a completely imperceptible experience when going over potholes. Summary of the Invention

[0004] Based on the aforementioned defects and shortcomings of the prior art, this application proposes a vehicle control method, vehicle, equipment, and program product. When the vehicle needs to pass over potholes, the vehicle body stability is ensured by the coordinated control of shock absorber damping and suspension active force, achieving seamless pothole crossing and improving the driving smoothness and safety of the vehicle on complex roads.

[0005] According to a first aspect of this application, a vehicle control method is provided, comprising: obtaining the real-time distance between a pothole-crossing wheel and a pothole in the vehicle, wherein the pothole-crossing wheel refers to the first wheel among the four wheels of the vehicle to intersect with the pothole; adjusting the damping of the shock absorbers of the four wheels of the vehicle based on the relationship between the real-time distance and a distance threshold; and adjusting the suspension active force corresponding to each wheel in the vehicle respectively.

[0006] According to the vehicle control method provided in the first aspect of this application, the step of adjusting the damping of the shock absorbers of the four wheels of the vehicle based on the relationship between the real-time distance and the distance threshold, and adjusting the suspension active force corresponding to each wheel of the vehicle, includes: if the real-time distance is less than a first distance threshold, increasing the damping of the shock absorbers of the four wheels of the vehicle; and before the wheel that is going over a pothole intersects with the pothole, applying a pre-controlled active force to each wheel of the vehicle, wherein the direction of the pre-controlled active force corresponding to the wheel that is going over the pothole and the diagonal wheel is downward, and the direction of the pre-controlled active force corresponding to the other wheels is upward, the diagonal wheel refers to the wheel on the vehicle that is diagonally opposite to the wheel that is going over the pothole, and the other wheels refer to the wheels on the vehicle other than the wheel that is going over the pothole and the diagonal wheel.

[0007] According to the vehicle control method provided in the first aspect of this application, applying a pre-control active force to each wheel in the vehicle includes: determining the pre-control active force corresponding to the wheel that is going over a pothole based on the suspension static load and calibration adjustment force corresponding to the wheel that is going over a pothole; and determining the pre-control active force corresponding to the diagonal wheel and the remaining wheels based on the pre-control active force corresponding to the wheel that is going over a pothole.

[0008] According to the vehicle control method provided in the first aspect of this application, the first distance threshold is determined based on the real-time speed of the vehicle and the response time of the vehicle's control system.

[0009] According to the vehicle control method provided in the first aspect of this application, the step of adjusting the damping of the shock absorbers of the four wheels of the vehicle based on the relationship between the real-time distance and the distance threshold, and adjusting the suspension active force corresponding to each wheel of the vehicle, further includes: if the real-time distance is less than a second distance threshold, then during the process of the wheel crossing the pothole intersecting with the pothole, applying a pothole-crossing active force to each wheel of the vehicle, wherein the second distance threshold is less than the first distance threshold, and the pothole-crossing active force is greater than the pre-controlled active force.

[0010] According to the vehicle control method provided in the first aspect of this application, applying a pothole-crossing active force to each wheel in the vehicle includes: determining the pothole-crossing active force corresponding to the pothole-crossing wheel based on the static sprung load, static unsprung load, spring force cancellation force, and closed-loop feedback force of the pothole-crossing wheel; and determining the pothole-crossing active forces corresponding to the diagonal wheel and the remaining wheels based on the pothole-crossing active force corresponding to the pothole-crossing wheel.

[0011] According to the vehicle control method provided in the first aspect of this application, obtaining the real-time distance between the wheel and the crater in the vehicle includes: obtaining the current distance provided by the pre-aiming system and the update information of the pre-aiming system, wherein the pre-aiming system is used to collect the distance between the wheel and the crater in real time and transmit the distance in the form of data frames; based on the update information, determining whether the current distance is the distance provided by the latest data frame of the pre-aiming system; if so, determining the current distance as the real-time distance; if not, calculating the real-time distance based on the current distance and the real-time speed of the vehicle.

[0012] According to the vehicle control method provided in the first aspect of this application, obtaining the real-time distance between the vehicle's pothole-crossing wheel and the pothole includes: obtaining vehicle-related information of the vehicle, wherein the vehicle-related information includes at least one of its own state information, the vehicle's environment information, and user enable information; if the vehicle-related information meets preset control enable conditions, then obtaining the real-time distance between the pothole-crossing wheel and the pothole.

[0013] According to the vehicle control method provided in the first aspect of this application, after adjusting the shock absorber damping of the four wheels of the vehicle and adjusting the suspension active force corresponding to each wheel of the vehicle, the method further includes: if the wheel that is going over the pothole has already passed the pothole, then releasing the adjustment control of the shock absorber damping and the suspension active force; or, if the active operation information provided by the vehicle driver to avoid the pothole is obtained, then releasing the adjustment control of the shock absorber damping and the suspension active force.

[0014] According to a second aspect of this application, a vehicle is provided, characterized in that the vehicle is controlled by a vehicle control method as described in any one of the first aspects.

[0015] According to a third aspect of this application, an electronic device is provided, comprising: a memory and a processor; the memory is connected to the processor and is used to store a program; the processor is used to implement the vehicle control method as described in the first aspect by running the program in the memory.

[0016] According to a fourth aspect of this application, a computer program product is provided, including computer program instructions; the computer program instructions, when executed by a processor, cause the processor to perform the vehicle control method as described in the first aspect.

[0017] This application obtains the real-time distance between the wheel that will pass over a pothole and the pothole itself, where the wheel that will pass over the pothole is the first of the vehicle's four wheels to intersect with the pothole. Based on the relationship between the real-time distance and a distance threshold, the damping of the shock absorbers on all four wheels is adjusted, as is the active suspension force corresponding to each wheel. In this scheme, when the vehicle needs to pass over a pothole, the damping of the shock absorbers and the active suspension force are controlled in a coordinated manner. The active suspension force can offset the large impact caused by the pothole, while the damping of the shock absorbers can filter out minor vibrations. Based on the coordinated adjustment of the damping of the shock absorbers and the active suspension force, the vehicle body remains stable when passing over potholes, achieving a seamless pothole crossing and improving the driving smoothness and safety of the vehicle on complex roads. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0019] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0020] Figure 2 This is a schematic diagram of a seven-degree-of-freedom vehicle model provided in an embodiment of this application.

[0021] Figure 3 This is a block diagram of a vehicle control device provided in an embodiment of this application.

[0022] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0023] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] To address the problem of significant impact felt when vehicles drive over potholes in existing technologies, this application provides a vehicle control method. This vehicle control method can be implemented as a software algorithm, which can be implemented on any device with data processing capabilities, such as a processor installed in the vehicle, a remote server, or a smart mobile device. The scope of protection of this application is not limited to the type of device on which the software algorithm implementing this vehicle control method runs.

[0025] In one embodiment, such as Figure 1 As shown, the process steps for implementing the vehicle control method include: Step 101: Obtain the real-time distance between the wheel that passes the pothole and the pothole in the vehicle. The wheel that passes the pothole refers to the first wheel among the four wheels of the vehicle that intersects with the pothole.

[0026] In this embodiment, the vehicle includes four wheels. During vehicle operation, if a pothole is encountered, the first wheel to intersect with it is defined as the "pothole-crossing wheel." To ensure the vehicle passes over potholes without being detected, the real-time distance between the pothole-crossing wheel and the pothole needs to be constantly monitored to allow for timely vehicle control and stability. Optionally, the pothole-crossing wheel can be determined based on a vehicle-configured anti-collision system. Specifically, this system is constructed using cameras, lidar, radar, vehicle-to-everything (V2X) sensors, and one or more other sensors. After acquiring environmental information, the sensors identify a pothole obstacle ahead and calculate its position relative to the vehicle's coordinate system. Based on the current steering wheel angle and vehicle speed, the vehicle system predicts the vehicle's trajectory over the next few seconds. The system compares the predicted trajectory with the identified pothole location for collision detection; the first wheel to intersect with the pothole area is the "pothole-crossing wheel." Optionally, the real-time distance between the ditch-crossing wheel and the ditch refers to the minimum distance between the ditch-crossing wheel and the edge of the ditch. This real-time distance can also be obtained based on the ditch position determined by the pre-aiming system.

[0027] Step 102: Based on the relationship between the real-time distance and the distance threshold, adjust the damping of the shock absorbers of the four wheels of the vehicle, and adjust the active suspension force corresponding to each wheel of the vehicle.

[0028] In this embodiment, the suspension system connects the wheels and the vehicle body. The shock absorber is a key component in the suspension system for suppressing vibrations. Shock absorber damping is a passive or semi-active force; it does not actively exert force but generates resistance against the speed of motion, converting the impact energy absorbed by the spring into heat energy for dissipation, thus preventing the vehicle body from swaying continuously. The active suspension force is an active and precisely controllable force generated by mechanisms such as hydraulic cylinders and electromagnetic motors, which can actively output energy to push or pull the vehicle body as needed. By accurately determining whether the vehicle needs to pass over or is currently passing over a pothole based on the relationship between real-time distance and distance threshold, the system accurately determines whether the vehicle needs to pass over or is currently passing over a pothole. When the vehicle needs to pass over or is currently passing over a pothole, the active suspension force offsets the huge impact caused by the pothole, while the shock absorber damping filters out minor vibrations. This achieves coordinated adjustment of shock absorber damping and active suspension force, ensuring vehicle body stability when passing over potholes, achieving a seamless pothole crossing, and improving driving smoothness and safety on complex roads.

[0029] In one embodiment, based on the relationship between the real-time distance and a distance threshold, the damping of the shock absorbers of the four wheels of the vehicle is adjusted, and the active suspension force corresponding to each wheel of the vehicle is adjusted respectively. This includes: if the real-time distance is less than a first distance threshold, increasing the damping of the shock absorbers of the four wheels of the vehicle; and applying a pre-controlled active force to each wheel of the vehicle before the wheel going over the pothole intersects with the pothole, wherein the direction of the pre-controlled active force corresponding to the wheel going over the pothole and the diagonal wheel is downward, and the direction of the pre-controlled active force corresponding to the other wheels is upward. The diagonal wheel refers to the wheel on the vehicle that is diagonally opposite to the wheel going over the pothole, and the other wheels refer to the wheels on the vehicle other than the wheel going over the pothole and the diagonal wheel.

[0030] In this embodiment, if the real-time distance is less than a first distance threshold, it is considered that the wheel is about to pass over the pothole. At this time, although the vehicle has not actually passed over the pothole, that is, the wheel has not yet entered the pothole, the vehicle can still be controlled to enter the pre-control stage, ensuring that the vehicle system has enough time to prepare in advance to achieve a seamless passage over potholes. Specifically, firstly, the damping of the shock absorbers of the four wheels of the vehicle is increased to enhance vehicle stability. The response to changes in damping and vehicle stability is usually very fast and can be quickly intervened as a pre-control measure. If the wheel suddenly starts to drop over the pothole, high shock absorber damping can quickly suppress the initial impact and vibration generated when the wheel is about to drop over the pothole, providing a smoother and less disruptive starting point for the precise application of hydraulic active force. If the shock absorber damping is not increased, the vehicle body may have already started to sway, and the suspension active force will need to cope with both road impact and vehicle vibration at the same time, which will greatly increase the control difficulty and energy consumption. Secondly, before the wheel encounters the pothole, a pre-controlled active force is applied to each wheel of the vehicle. If the pre-controlled active force is upward, the actuator contracts, compressing the suspension; conversely, if the pre-controlled active force is downward, the actuator extends, stretching the suspension. Even when the wheel is close to the pothole but hasn't yet entered it, the suspension is pre-adjusted to a "preparatory stage." In this preparatory stage, by applying pre-controlled active forces to each wheel, a simple coordination between shock absorber damping and suspension active forces is achieved, preparing the vehicle body and suppressing the initial impact.

[0031] In this embodiment, when the wheel for driving over a pothole enters the pothole and begins to descend, it generates two main negative moments on the vehicle body: pitch moment and roll moment. The pre-control active force corresponding to the wheel for driving over a pothole is directed downwards, which is equivalent to actively reducing the support force of this wheel on the front of the vehicle, allowing the front (or rear) to "pre-emptively" sink slightly. The pre-control active force corresponding to the diagonal wheel is directed downwards, which is equivalent to actively reducing the support for the rear (or front) of the vehicle. The downward direction of the pre-control active forces corresponding to the wheel for driving over a pothole and the diagonal wheel lifts the vehicle body, forming a pitch-suppressing pitch moment. This pitch moment is established before the wheel for driving over a pothole actually descends during the pre-control phase, thus effectively suppressing pitch movement. The pre-control active forces corresponding to the remaining wheels are directed upwards, opposite to the direction of the pre-control active force corresponding to the diagonal wheel. The combined effect of the opposite pre-control active forces is to suppress the vehicle body from tilting to the left (or right) around the longitudinal axis. For example, the upward force of the left rear wheel pulls the left rear of the vehicle body upwards, counteracting the left tilt caused by the left front wheel descending. During the pre-control phase when the wheels are about to drop over a pothole but haven't yet, a pre-control active force is applied to counteract the impact torque. When the wheels actually begin to drop over the pothole, the torque that causes the vehicle body to tilt has already been largely counteracted by the pre-control active force applied by the suspension system in the opposite direction. Therefore, the actual movement of the vehicle body is suppressed to the maximum extent, and the sway felt by passengers is minimal, thus achieving "imperceptible pothole crossing".

[0032] In one embodiment, a pre-control active force is applied to each wheel of the vehicle, including: determining the pre-control active force corresponding to the wheel that is going over a pothole based on the suspension static load and calibration adjustment force corresponding to the wheel that is going over a pothole; and determining the pre-control active force corresponding to the diagonal wheel and the remaining wheels based on the pre-control active force corresponding to the wheel that is going over a pothole.

[0033] In this embodiment, the vehicle's vibration (ride comfort) and wheel contact performance (handling stability) can be described based on a seven-degree-of-freedom model of the vehicle. Specifically, such as... Figure 2 As shown, It is the mass of the center of mass (sprung mass). For the displacement of the center of mass, For pitch rotation inertia, The moment of inertia is the tilting motion. This is the distance between the front axle and the center of gravity. This is the distance between the rear axle and the center of gravity. for 1 / 2 Front axle track, for 1 / 2 Rear axle track width. Seven degrees of freedom refers to the number of independent variables required to describe the motion of a system. The seven degrees of freedom of a vehicle are: Vertical motion of the vehicle body: vertical displacement at the center of mass ; Vehicle pitch motion: the angle of rotation of the vehicle body about its lateral axis. (Nodding gesture); Body roll motion: the angle of rotation of the body about its longitudinal axis (Tilting motion); Vertical motion of the four wheels: vertical displacement of the four wheels , , , .

[0034] Figure 2 middle, - These represent the unsprung masses of the four wheels, respectively. - These represent the suspension spring stiffness corresponding to each of the four wheels. - These represent the suspension damping coefficients corresponding to the four wheels respectively. - These represent the radial stiffness of the tires corresponding to the four wheels, respectively. - These represent the road surface excitation displacements corresponding to the four wheels, respectively. - These represent the compression or extension of the suspension springs and shock absorbers corresponding to each of the four wheels. - These represent the vertical displacements of the vehicle body (sprung mass) corresponding to each of the four wheels. - These represent the absolute vertical displacement of the four wheels (i.e., the unsprung mass).

[0035] In this embodiment, based on the seven-degree-of-freedom vehicle model, in order to maintain vehicle stability, the following requirements must be met: (The vehicle's vertical acceleration is 0); (Pitch acceleration is 0); (Pitch acceleration is 0).

[0036] In this state, assuming that the spring force and the damper damping force remain constant, the vehicle's seven-degree-of-freedom equations can be simplified to: in, 、 、 、 r These are the active suspension forces corresponding to the left front wheel, right front wheel, left rear wheel, and right rear wheel of the vehicle, respectively. The above three formulas indicate that the resultant force of the active forces applied to the vehicle body by the four suspensions in the vertical direction must be zero; the pitching moments generated by the active forces of the front and rear axles on the vehicle's center of gravity must cancel each other out; and the roll moments generated by the active forces on the left and right sides on the vehicle's longitudinal axis must cancel each other out.

[0037] In this embodiment, when the real-time distance is less than the first distance threshold, 、 、 、 All of this can be provided by the active force. Under this premise, the pre-control active force corresponding to each of the four wheels is calculated. Taking the left front wheel as the wheel for traversing potholes as an example, the pre-control active force corresponding to the left front wheel is... The calculation formula is as follows: in, To calibrate the adjustment force, and to ensure that the tires still maintain a certain positive pressure and maintain contact with the ground, The value is calibrated to positive. It is the static load borne by the left front wheel suspension when the vehicle is stationary, that is, the portion of the vehicle weight that the left front wheel needs to bear.

[0038] Based on the above formula, at the instant the wheel enters the pit and begins to fall, the active suspension no longer provides support force (equal to the static load), but rapidly reduces the support force (subtracts) The purpose of this "power release" action is to counteract the weight of the wheel and the restoring force of the spring, so that the wheel can obediently and without resistance fall into the pit, avoiding the transmission of the downward impact force to the vehicle body.

[0039] Get Then, based on the aforementioned seven-degree-of-freedom equations of the vehicle, the pre-control active forces corresponding to the other three wheels were calculated as follows: In order to counteract the roll moment generated by the change in force on the left front wheel, the right front wheel needs to be subjected to a pre-control force of equal magnitude and opposite direction. The pre-control active force corresponding to the left and right rear wheels respectively. and This is to balance the pitching moment of the vehicle body caused by changes in front wheel force, and according to , They are allocated in proportion, and at the same time, they cancel each other out to avoid triggering new tilts.

[0040] In one embodiment, the first distance threshold is determined based on the vehicle's real-time speed and the vehicle's control system response time.

[0041] In this embodiment, when the real-time distance is less than a first distance threshold, in order to ensure that the vehicle control system has sufficient response time, the first distance threshold is calculated based on the vehicle's real-time speed and the required response time. Specifically, the first distance threshold... The calculation formula is as follows: in, This indicates the vehicle's real-time speed. This indicates the response time of the vehicle control system.

[0042] In this embodiment, when the vehicle system detects that the wheels will be going over a pothole... When the vehicle enters the ditch (i.e., the real-time distance reaches the first distance threshold and gradually decreases), pre-control is immediately triggered, ensuring that the vehicle system has enough time to prepare in advance, namely, increasing the damper damping and increasing the body stiffness.

[0043] In one embodiment, the damping of the shock absorbers of the four wheels of the vehicle is adjusted based on the relationship between the real-time distance and the distance threshold, and the active suspension force corresponding to each wheel of the vehicle is adjusted respectively. The method further includes: if the real-time distance is less than the second distance threshold, then during the process of the wheel crossing the pothole intersecting with the pothole, an active force for crossing the pothole is applied to each wheel of the vehicle respectively, wherein the second distance threshold is less than the first distance threshold, and the active force for crossing the pothole is greater than the pre-controlled active force.

[0044] In this embodiment, if the real-time distance is less than the second distance threshold, it is considered that the wheel has gradually passed the pothole, and the active suspension forces of the four wheels need to respond quickly. The active suspension force of the left front wheel needs to counteract the spring force while also overcoming the weight of the wheel. In other words, during the process of the wheel passing through the pothole, the active suspension forces of the four wheels need to be adjusted with high precision and fast response to achieve the effect of passing through potholes without feeling them.

[0045] In this embodiment, during the pre-control phase when the real-time distance is less than a first distance threshold but greater than a second distance threshold, the wheel has not yet entered the pothole, and the impact has not yet occurred. The main purpose of control is to "prepare" by increasing damping, while simultaneously calculating and applying a preliminary pre-control active force based on static equilibrium. This pre-control active force is intended to offset a portion of the vehicle's static load and establish an initial force frame; its magnitude is relatively small. During the pothole-crossing phase when the real-time distance is less than the second distance threshold, the wheel has already begun to drop, and a significant impact is imminent or has already occurred. The goal of control during this phase is to actively and precisely offset this impact and maintain absolute vehicle stability. At this point, the required pothole-crossing active force must be sufficiently large to counteract the gravity of the falling wheel, the restoring force of the spring, and the enormous inertial force. Therefore, the pothole-crossing active force is greater than the pre-control active force.

[0046] In one embodiment, applying a pothole-crossing active force to each wheel of the vehicle includes: determining the pothole-crossing active force corresponding to the pothole-crossing wheel based on the static sprung load, static unsprung load, spring force cancellation force, and closed-loop feedback force of the pothole-crossing wheel; and determining the pothole-crossing active forces corresponding to the diagonal wheels and the remaining wheels based on the pothole-crossing active force corresponding to the pothole-crossing wheel.

[0047] In this embodiment, if the real-time distance reaches the second distance threshold, it is considered that the wheel has reached the edge of the pothole, and the height of the wheel suspension after passing the pothole is recorded as follows. And the initialization time for pitfall statistics The suspension height will be adjusted when the vehicle is driving smoothly at the edge of the pothole. The target value was set, and all subsequent processing was aimed at maintaining the suspension height at [value]. Time taken to clear the pit This provides a time reference for subsequent calculations such as integration.

[0048] In this embodiment, at the suspension height and Time taken to clear the pit Based on this, taking the left front wheel as the example for navigating potholes, we obtain the main control force for each wheel when navigating potholes. Specifically, the formulas for calculating the main control force for each wheel when navigating potholes are as follows: in, This is the real-time suspension height. For spring stiffness, , Used for proportional-integral-derivative (PID) closed-loop adjustment based on suspension height to ensure the suspension height remains constant. .

[0049] For the left front wheel, the corresponding driving force for going over the pothole. , This represents the sprung mass load distributed to the left front wheel when the vehicle is stationary, i.e., the static sprung load, which is a basic support force. This indicates static unsprung load, which actively counteracts the weight of the wheel. It actively provides a force equal to the weight of the unsprung mass (wheel, etc.). When the wheel falls, its own weight has been canceled out, so it will not pull the spring downwards, thus preventing the impact from being transmitted to the vehicle body. This indicates the spring force counteracting force, used to counteract the spring force and actively counteract the spring reaction force caused by changes in height. This represents the closed-loop feedback force based on PID control. The obtained principle formula is as follows: in, This is the proportionality coefficient. The integral coefficient is... The differential coefficient. Proportional term. Used for rapid response to deviations, height deviations The larger the size, the stronger the corrective power. Used to accumulate historical deviations and to eliminate steady-state errors. It is used to apply damping force according to the speed of altitude changes, to prevent system overshoot and oscillation.

[0050] The main force for the left front wheel to go over the pothole The main known disturbances are countered by feedforward compensation (including static sprung load, static unsprung load, and spring force counteracting force), and then precise fine-tuning is performed through closed-loop feedback force feedback adjustment to ensure that the suspension height is always maintained at the initial value. H 0 .

[0051] In this embodiment, to ensure overall vehicle stability (no pitching or rolling), the forces of the other three wheels must work in coordination with the left front wheel. The right front wheel applies a driving force equal in magnitude and opposite in direction to that of the left front wheel for traversing obstacles. The purpose is to counteract the roll moment generated by the movement of the left front wheel on the vehicle body, preventing the vehicle from tilting to the left. The left and right rear wheels correspond to different pre-control active forces. and This is to balance the pitching moment of the vehicle body caused by changes in front wheel force, and based on the front and rear track widths. , The proportions are allocated, and they also cancel each other out to avoid triggering new tilts.

[0052] In this embodiment, the wheels smoothly fall into the pit and rise and fall with it, while the vehicle height and posture remain unchanged, so passengers do not feel any bumps, achieving "unimpeded pit crossing". Figure 1 and Figure 2 This describes precisely this complex and ingenious control logic.

[0053] In this embodiment, the driving force for overcoming potholes is taken as the target driving force, and the target speed of the hydraulic pump is calculated based on the system characteristics. In the active suspension system, the hydraulic pump is the power source; the hydraulic oil pressure and flow rate it generates determine how much force the actuator (hydraulic cylinder) can output and how fast its response is. Overcoming a pothole is an instantaneous process (possibly only a few hundred milliseconds). If the vehicle system pressure builds up too slowly, by the time the hydraulic cylinder is ready to exert force, the wheel may have already fallen into the pothole, and the control opportunity will be missed. Therefore, the hydraulic pump must reach the target speed extremely quickly to rapidly build up the required system pressure and ensure that the driving force for overcoming potholes can be applied in a timely manner. Therefore, when controlling the hydraulic pump speed, the target speed can be appropriately increased for a short period during the pre-control process, and the system pressure build-up time can be reduced through a short overshoot. The principle is as follows: in, The target speed of the hydraulic pump; The relationship between the four driving forces for crossing potholes and the rotational speed represents the driving force required to cross potholes under steady-state conditions. The required hydraulic pump speed can be obtained experimentally. The pre-control process requires the speed and time to achieve overshoot. By briefly raising the pump speed above the steady-state requirement, the hydraulic pump can accelerate more quickly, thereby raising the system pressure to near the target value in a very short time and reducing the system pressure build-up time.

[0054] In this embodiment, since the process of crossing the ditch is very fast, appropriate overshoot can speed up the system pressure build-up process without causing the vehicle body to move. Therefore, when controlling the hydraulic pump speed, the target speed can be appropriately increased for a short period of time during the pre-control process, and the system pressure build-up time can be reduced by overshooting for a shorter period of time.

[0055] In one embodiment, obtaining the real-time distance between the wheel and the crater when the vehicle passes a pothole includes: obtaining the current distance provided by the pre-aiming system and the update information of the pre-aiming system, wherein the pre-aiming system is used to collect the distance between the wheel and the crater in real time and transmit the distance in the form of data frames; based on the update information, determining whether the current distance is the distance provided by the latest data frame of the pre-aiming system; if so, determining the current distance as the real-time distance; if not, calculating the real-time distance based on the current distance and the real-time speed of the vehicle.

[0056] In this embodiment, the optimal effect is for the anti-dumping system to instantly transmit the real-time distance to the active suspension controller after detecting a pothole. However, in a real vehicle electronic architecture, the signal needs to be processed, packaged, and transmitted via the bus. This process introduces a small but not negligible delay (typically a few milliseconds to tens of milliseconds). During this delay, the vehicle is still moving at high speed. If the controller still uses the previously received, outdated distance information for calculation, the calculated control trigger for seamless pothole crossing will be later than the actual trigger, causing the vehicle system to react too late, reducing the control effect or even causing it to fail completely. Therefore, the decision is based on whether the anti-dumping signal has been updated. If the current anti-dumping signal has been updated, the real-time distance is calculated using the current distance calculated from the anti-dumping signal. If the anti-dumping signal has not been updated, the current distance determined by the anti-dumping signal received in the previous frame is used in combination with the vehicle speed for calculation. The principle is as follows: in, For real-time distance, This is the current distance. Real-time vehicle speed, which can be obtained via bus signals. Update the flag bit for the bus where the target is located. A value of 1 indicates that the pre-aiming signal has been updated. A value of 0 indicates that the aiming signal has not been updated. If the aiming signal has not been updated... The real-time distance is the distance the vehicle has traveled from the previous frame of signal to the present, where t is the time elapsed since the last signal update. Therefore, the real-time distance = the current distance obtained based on the previous frame of preview signal - the distance the vehicle has traveled within the time t.

[0057] In one embodiment, obtaining the real-time distance between the wheel and the dent in the vehicle when driving over a pothole includes: obtaining vehicle-related information, wherein the vehicle-related information includes at least one of its own state information, the vehicle's surrounding environment information, and user enable information; if the vehicle-related information meets preset control enable conditions, then the real-time distance between the wheel and the dent is obtained.

[0058] In this embodiment, two fundamental and crucial tasks must be completed before executing the specific algorithm for seamless pit crossing: ensuring signal reliability and determining the conditions for enabling functional safety.

[0059] In this embodiment, vehicle-related information needs to be received from various sensors. This information includes, but is not limited to, the vehicle's own status information, the vehicle's surrounding environment information, and user enable information. Specifically, the vehicle's own status information includes, but is not limited to, suspension height directly obtained from sensors, vehicle speed obtained from the vehicle bus, yaw rate, etc.; this information is an internal signal that senses the vehicle's own status. The vehicle's surrounding environment information includes, but is not limited to, obstacle information such as obstacle type, obstacle elevation, obstacle width, and distance from the obstacle to the wheels obtained from the anti-hitch system; this information is used to anticipate potholes ahead. User enable information includes, but is not limited to, enable switch signals obtained from the Human Machine Interface (HMI); this information indicates whether the driver wishes to activate the pothole-avoidance function. Optionally, a timeout check can be performed on the vehicle-related information to check whether each signal is continuously updated. If a signal is not received for an extended period, it indicates a possible sensor or communication line malfunction, and the system will disable the pothole-avoidance function. End-to-end (E2E) verification can also be performed on vehicle-related information to ensure that the data is not interfered with or tampered with during the signal transmission process. Optionally, the physical units of all vehicle-related information (such as converting vehicle speed in km / h to m / s) can be standardized to the International System of Units (SI) to facilitate and improve the accuracy of subsequent mathematical calculations. Through these methods, signal reliability is ensured.

[0060] In this embodiment, the functional safety activation condition judgment includes the judgment of the preconditions for seamless pothole crossing. The objects of the functional safety activation condition judgment include, but are not limited to, signal verification conditions, vehicle speed conditions, hydraulic pump temperature conditions, vehicle state of charge (SOC) conditions, obstacle type conditions, obstacle width conditions, obstacle distance conditions, and HMI-related buttons. Optionally, to enable the seamless pothole crossing function, the following conditions must be met simultaneously: successful signal verification, vehicle speed greater than a threshold, hydraulic pump temperature lower than a threshold, vehicle SOC greater than a threshold, obstacle type identified as a pothole, obstacle width less than a threshold, obstacle distance from wheel less than a threshold, and the driver enabling the fully active suspension function on the HMI. Among these measures, successful signal verification ensures reliable perception; hydraulic pump temperature must be below a threshold to prevent the hydraulic system from overheating due to prolonged high-load operation, as forced operation when overheated can damage components; vehicle SOC must be above a threshold to ensure sufficient battery charge and prevent vehicle shutdown; vehicle speed must be above a threshold to prevent the impact from being insignificant at low speeds, thus avoiding redundant bump-crossing functionality; obstacle type must be bumps, requiring the system to accurately identify bumps as not being protrusions or speed bumps, in order to employ appropriate control strategies; obstacle width and distance from the wheel must be below a threshold to ensure the system only activates when the obstacle size and distance are both reasonable and manageable; HMI enabling gives the final decision-making power to the driver, requiring explicit activation of the bump-crossing function by the driver to prevent the system from intervening unintentionally.

[0061] In this embodiment, the vehicle's own capabilities, the external environment, and the driver's willingness are comprehensively evaluated to ensure that the function is activated only under safe, necessary, and effective conditions. Before the pothole crossing function is activated, the vehicle's safety and robustness must be ensured first, fundamentally preventing false triggering and potential risks.

[0062] In one embodiment, after adjusting the shock absorber damping of the four wheels of the vehicle and adjusting the suspension active force corresponding to each wheel of the vehicle, the method further includes: if the wheel has already passed the pothole, then releasing the adjustment control of the shock absorber damping and the suspension active force; or, if the active operation information provided by the vehicle driver to avoid the pothole is obtained, then releasing the adjustment control of the shock absorber damping and the suspension active force.

[0063] In this embodiment, the ability to safely and smoothly exit the pothole-crossing function when necessary is ensured. Function exit occurs in two ways: first, normal exit, where after traversing a pothole, the system automatically resets and begins the next cycle to calculate if a new wheel is about to cross a pothole. Specifically, based on the vehicle's real-time speed and the cumulative time spent crossing potholes, the calculation process distance is... ,as follows: Get the width of the pit received from the preview signal .

[0064] when When the system determines that the wheel has passed the pothole, it releases the adjustment control on the shock absorber damping and the active force of the suspension to ensure the wheel's contact with the ground without affecting the driver's overall driving.

[0065] The second type is protective disengagement. This disengages the bump avoidance function upon driver intervention or in abnormal situations. If the driver provides information indicating they are actively avoiding a bump, the adjustment control over the shock absorber damping and suspension forces is released. For example, if the driver turns the steering wheel to actively avoid a bump, this is manifested as the distance between the bump and the wheel increasing instead of decreasing, and exceeding a threshold. , If calibrable, then the adjustment control over shock absorber damping and suspension active force is released. For example, if the driver suddenly brakes to a stop during vehicle control, this is manifested as t being greater than a calibrable time. This releases the adjustment and control over the damping of the shock absorbers and the active force of the suspension.

[0066] In this embodiment, it is ensured that the advanced function is not only effective under ideal conditions, but can also cope with various complex and sudden situations in real driving environments, reflecting the high degree of automation, intelligence and safety of the advanced chassis control system.

[0067] This application obtains the real-time distance between the wheel that will pass over a pothole and the pothole itself, where the wheel that will pass over the pothole is the first of the vehicle's four wheels to intersect with the pothole. Based on the relationship between the real-time distance and a distance threshold, the damping of the shock absorbers on all four wheels is adjusted, as is the active suspension force corresponding to each wheel. In this scheme, when the vehicle needs to pass over a pothole, the damping of the shock absorbers and the active suspension force are controlled in a coordinated manner. The active suspension force can offset the large impact caused by the pothole, while the damping of the shock absorbers can filter out minor vibrations. Based on the coordinated adjustment of the damping of the shock absorbers and the active suspension force, the vehicle body remains stable when passing over potholes, achieving a seamless pothole crossing and improving the driving smoothness and safety of the vehicle on complex roads.

[0068] Accordingly, this application also provides a vehicle, which is controlled by the vehicle control method provided in any of the above embodiments.

[0069] The vehicle provided in this embodiment belongs to the same concept as the vehicle control method provided in the above embodiments of this application. It can apply the vehicle control method provided in any of the above embodiments of this application and has the corresponding functional modules and beneficial effects of the execution method. Technical details not described in detail in this embodiment can be found in the specific processing content of the vehicle control method provided in the above embodiments of this application, and will not be repeated here.

[0070] Accordingly, embodiments of this application also provide a vehicle control device, such as... Figure 3 As shown, the device may include: The acquisition module 301 is used to acquire the real-time distance between the wheel that passes over the pothole and the pothole in the vehicle. The wheel that passes over the pothole refers to the first wheel among the four wheels of the vehicle that intersects with the pothole. The adjustment module 302 is used to adjust the damping of the shock absorbers of the four wheels of the vehicle based on the relationship between the real-time distance and the distance threshold, and to adjust the active suspension force corresponding to each wheel of the vehicle.

[0071] In one embodiment, the adjustment module 302 is used to increase the damping of the shock absorbers of the four wheels of the vehicle if the real-time distance is less than a first distance threshold, and to apply a pre-controlled active force to each wheel of the vehicle before the wheel going over the pothole intersects with the pothole. The direction of the pre-controlled active force corresponding to the wheel going over the pothole and the diagonal wheel is downward, and the direction of the pre-controlled active force corresponding to the other wheels is upward. The diagonal wheel refers to the wheel on the vehicle that is diagonally opposite to the wheel going over the pothole, and the other wheels refer to the wheels on the vehicle other than the wheel going over the pothole and the diagonal wheel.

[0072] In one embodiment, the adjustment module 302 is used to determine the pre-control active force corresponding to the wheel that goes over the pothole based on the suspension static load and calibration adjustment force corresponding to the wheel that goes over the pothole; and to determine the pre-control active force corresponding to the diagonal wheel and the other wheels based on the pre-control active force corresponding to the wheel that goes over the pothole.

[0073] In one embodiment, the first distance threshold is determined based on the vehicle's real-time speed and the vehicle's control system response time.

[0074] In one embodiment, the adjustment module 302 is further configured to apply a pothole-crossing active force to each wheel of the vehicle during the intersection of the pothole-crossing wheel and the pothole if the real-time distance is less than the second distance threshold, wherein the second distance threshold is less than the first distance threshold and the pothole-crossing active force is greater than the pre-controlled active force.

[0075] In one embodiment, the adjustment module 302 is used to determine the driving force for crossing a ditch corresponding to the ditch wheel based on the static sprung load, static unsprung load, spring force cancellation force, and closed-loop feedback force of the ditch wheel; and based on the driving force for crossing a ditch corresponding to the ditch wheel, to determine the driving forces for crossing a ditch corresponding to the diagonal wheel and the other wheels respectively.

[0076] In one embodiment, the acquisition module 301 is used to acquire the current distance and the update information of the pre-aiming system provided by the pre-aiming system. The pre-aiming system is used to collect the distance between the wheel and the pit in real time and transmit the distance in the form of data frames. Based on the update information, it is determined whether the current distance is the distance provided by the latest data frame of the pre-aiming system. If so, the current distance is determined to be the real-time distance. If not, the real-time distance is calculated based on the current distance and the real-time speed of the vehicle.

[0077] In one embodiment, the acquisition module 301 is used to acquire vehicle-related information of the vehicle, wherein the vehicle-related information includes at least one of its own status information, the vehicle's environment information, and user enable information; if the vehicle-related information meets the preset control enable conditions, the real-time distance between the wheel and the pothole is acquired.

[0078] In one embodiment, the vehicle control device further includes a release module for adjusting the shock absorber damping of the four wheels of the vehicle and, after adjusting the suspension active force corresponding to each wheel of the vehicle, releasing the adjustment control of the shock absorber damping and suspension active force if the wheel has already passed the pothole; or, releasing the adjustment control of the shock absorber damping and suspension active force if the active operation information provided by the vehicle driver to avoid the pothole is obtained.

[0079] The vehicle control device provided in this embodiment belongs to the same concept as the vehicle control method provided in the above embodiments of this application. It can execute the vehicle control method provided in any of the above embodiments of this application and has the corresponding functional modules and beneficial effects of the method. Technical details not described in detail in this embodiment can be found in the specific processing content of the vehicle control method provided in the above embodiments of this application, and will not be repeated here.

[0080] This application also provides an electronic device, such as... Figure 4 As shown, the electronic device includes a memory 400 and a processor 401.

[0081] The memory 400 is connected to the processor 401 and is used to store programs.

[0082] The processor 401 is used to implement the vehicle control method in the above embodiments by running the program stored in the memory 400.

[0083] Specifically, the aforementioned electronic device may also include: a communication interface 402, an input device 403, an output device 404, and a bus 405.

[0084] The processor 401, memory 400, communication interface 402, input device 403, and output device 404 are interconnected via a bus. Among them: Bus 405 may include a pathway for transmitting information between various components of a computer system.

[0085] Processor 401 can be a general-purpose processor, such as a general-purpose central processing unit (CPU), a microprocessor, etc., or an application-specific integrated circuit (ASIC), or one or more integrated circuits used to control the execution of the program of the present invention. It can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0086] Processor 401 may include a main processor, as well as a baseband chip, modem, etc.

[0087] The memory 400 stores a program that executes the technical solution of this invention, and may also store an operating system and other key business functions. Specifically, the program may include program code, which includes computer operation instructions. More specifically, the memory 400 may include read-only memory (ROM), other types of static storage devices capable of storing static information and instructions, random access memory (RAM), other types of dynamic storage devices capable of storing information and instructions, disk storage, flash memory, etc.

[0088] Input device 403 may include a device for receiving data and information input by the user, such as a keyboard, mouse, camera, scanner, light pen, voice input device, touch screen, pedometer, or gravity sensor.

[0089] Output device 404 may include devices that allow information to be output to a user, such as a display screen, printer, speaker, etc.

[0090] Communication interface 402 may include a device that uses any transceiver to communicate with other devices or communication networks, such as Ethernet, Radio Access Network (RAN), Wireless Local Area Network (WLAN), etc.

[0091] The processor 401 executes the program stored in the memory 400 and calls other devices, which can be used to implement the various steps of the vehicle control method provided in the above embodiments of this application.

[0092] In addition to the methods and devices described above, embodiments of this application may also be computer program products, which include computer program instructions that, when executed by a processor, cause the processor to perform the steps in the vehicle control method described in the embodiments of this application.

[0093] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0094] Furthermore, embodiments of this application may also be storage media storing a computer program, which is executed by a processor of the steps in the vehicle control method described in the embodiments of this application.

[0095] For the foregoing method embodiments, in order to simplify the description, they are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, because according to this application, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0096] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For apparatus embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0097] The steps in the methods of the various embodiments of this application can be adjusted, merged, or deleted in order according to actual needs, and the technical features described in each embodiment can be replaced or combined.

[0098] The modules and sub-modules in the devices and terminals provided in the various embodiments of this application can be merged, divided, and deleted according to actual needs.

[0099] It should be understood that the disclosed terminals, devices, and methods can be implemented in other ways, given the several embodiments provided in this application. For example, the terminal embodiments described above are merely illustrative. For instance, the division of modules or sub-modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple sub-modules or modules may be combined or integrated into another module, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or modules, and may be electrical, mechanical, or other forms.

[0100] The modules or submodules described as separate components may or may not be physically separate. The components that constitute a module or submodule may or may not be physical modules or submodules; that is, they may be located in one place or distributed across multiple network modules or submodules. Some or all of the modules or submodules can be selected to achieve the purpose of this embodiment's solution, depending on actual needs.

[0101] Furthermore, the functional modules or sub-modules in the various embodiments of this application can be integrated into one processing module, or each module or sub-module can exist physically separately, or two or more modules or sub-modules can be integrated into one module. The integrated modules or sub-modules described above can be implemented in hardware or in the form of software functional modules or sub-modules.

[0102] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0103] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software unit executed by a processor, or a combination of both. The software unit can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0104] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or 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.

[0105] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle control method, characterized in that, include: The real-time distance between the wheel that passes over the pothole and the pothole in the vehicle is obtained, wherein the wheel that passes over the pothole refers to the first wheel among the four wheels of the vehicle to intersect with the pothole; Based on the relationship between the real-time distance and the distance threshold, the damping of the shock absorbers of the four wheels of the vehicle is adjusted, and the active suspension force corresponding to each wheel of the vehicle is adjusted respectively.

2. The vehicle control method according to claim 1, characterized in that, The adjustment of the shock absorber damping of the four wheels of the vehicle based on the relationship between the real-time distance and the distance threshold, and the adjustment of the suspension active force corresponding to each wheel of the vehicle, include: If the real-time distance is less than a first distance threshold, the damping of the shock absorbers of the four wheels of the vehicle is increased, and a pre-controlled active force is applied to each wheel of the vehicle before the wheel going over the pothole intersects with the pothole. The direction of the pre-controlled active force corresponding to the wheel going over the pothole and the diagonal wheel is downward, and the direction of the pre-controlled active force corresponding to the other wheels is upward. The diagonal wheel refers to the wheel on the vehicle that is diagonally opposite to the wheel going over the pothole, and the other wheels refer to the wheels on the vehicle other than the wheel going over the pothole and the diagonal wheel.

3. The vehicle control method according to claim 2, characterized in that, The step of applying pre-controlled active force to each wheel of the vehicle includes: Based on the suspension static load and calibration adjustment force corresponding to the pothole-crossing wheel, the pre-controlled active force corresponding to the pothole-crossing wheel is determined; Based on the pre-controlled active force corresponding to the wheel that goes over the pit, the pre-controlled active forces corresponding to the diagonal wheel and the other wheels are determined respectively.

4. The vehicle control method according to claim 2, characterized in that, The first distance threshold is determined based on the vehicle's real-time speed and the response time of the vehicle's control system.

5. The vehicle control method according to claim 2, characterized in that, The method of adjusting the shock absorber damping of the four wheels of the vehicle based on the relationship between the real-time distance and the distance threshold, and adjusting the suspension active force corresponding to each wheel of the vehicle, further includes: If the real-time distance is less than the second distance threshold, then during the process of the wheel crossing the pit intersecting with the pit, a driving force for crossing the pit is applied to each wheel of the vehicle, wherein the second distance threshold is less than the first distance threshold, and the driving force for crossing the pit is greater than the pre-controlled driving force.

6. The vehicle control method according to claim 5, characterized in that, The step of applying a driving force over the pothole to each wheel of the vehicle includes: Based on the static sprung load, static unsprung load, spring force cancellation force, and closed-loop feedback force of the ditch-crossing wheel, the ditch-crossing active force corresponding to the ditch-crossing wheel is determined; Based on the driving force for crossing the ditch corresponding to the wheel crossing the ditch, the driving force for crossing the ditch corresponding to the diagonal wheel and the other wheels is determined respectively.

7. The vehicle control method according to claim 1, characterized in that, The step of obtaining the real-time distance between the wheel and the pothole in the vehicle includes: The current distance and update information of the pre-aiming system are obtained, wherein the pre-aiming system is used to collect the distance between the pit-crossing wheel and the pit in real time and transmit the distance in the form of data frames; Based on the updated information, it is determined whether the current distance is the distance provided by the latest data frame of the pre-aiming system. If yes, the current distance is determined to be the real-time distance. If not, the real-time distance is calculated based on the current distance and the real-time speed of the vehicle.

8. The vehicle control method according to claim 1, characterized in that, The step of obtaining the real-time distance between the wheel and the pothole in the vehicle includes: Obtain vehicle-related information of the vehicle, wherein the vehicle-related information includes at least one of its own status information, the vehicle's environment information, and user enable information; If the vehicle-related information meets the preset control enable conditions, then the real-time distance between the wheel over the pothole and the pothole is obtained.

9. The vehicle control method according to claim 1, characterized in that, After adjusting the shock absorber damping of the four wheels of the vehicle and adjusting the suspension active force corresponding to each wheel of the vehicle, the method further includes: If the wheel has already passed the pit, then release the adjustment control on the shock absorber damping and the suspension drive force; Alternatively, if the vehicle driver provides active operation information to avoid the pothole, then the adjustment control of the shock absorber damping and the suspension active force is released.

10. A vehicle, characterized in that, The vehicle is controlled by the vehicle control method as described in any one of claims 1-9.

11. An electronic device, characterized in that, include: Memory and processor; The memory is connected to the processor and is used to store programs; The processor is used to implement the vehicle control method as described in any one of claims 1-9 by running a program in the memory.

12. A computer program product, characterized in that, Includes computer program instructions; When the computer program instructions are executed by the processor, the processor causes the processor to perform the vehicle control method as described in any one of claims 1-9.

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