Vehicle control method and vehicle

Abstract

The invention relates to the technical field of vehicle control, in particular to a vehicle control method and a vehicle. The method comprises the steps of receiving a mode switching request, and obtaining a vehicle running state and a vehicle body dynamic index; judging whether the vehicle running state is an ignition state or not to obtain a first judgment result, and judging whether the vehicle body dynamic index is within a dynamic index threshold range or not to obtain a second judgment result; if the first judgment result is yes and the second judgment result is yes, executing a mode switching request, and adjusting damping of a shock absorber according to the mode switching request to complete driving mode switching; or, in response to the fact that the first judgment result is negative or the second judgment result is negative, the execution of the mode switching request is forbidden. The vehicle can run comfortably and stably when the mode switching request is executed by judging whether the vehicle running state meets the condition of the ignition state or not and whether the vehicle body dynamic index meets the dynamic index threshold range or not.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle control method and a vehicle. Background Technology

[0002] Currently, as vehicles have more and more functions, they will have multiple driving modes, and different driving modes can be switched.

[0003] However, during the switching of driving modes, the damping of the shock absorber will change due to the change between the two driving modes, which will cause an impact on the inside of the shock absorber and may cause abnormal noises or unstable driving of the vehicle. Summary of the Invention

[0004] In view of this, the purpose of this application is to propose a vehicle control method and a vehicle to solve the technical problem that changes in shock absorber damping caused by driving mode switching can cause impacts on the inside of the shock absorber, which can easily lead to abnormal noises or unstable driving of the vehicle.

[0005] To achieve the above objectives, this application provides a vehicle control method, comprising:

[0006] Receive mode switching requests and obtain vehicle operating status and vehicle dynamic index; A first judgment result is obtained by determining whether the vehicle is in an ignition state, and a second judgment result is obtained by determining whether the vehicle dynamic index is within the dynamic index threshold range. In response to both the first and second determination results being true, the mode switching request is executed, and the shock absorber damping is adjusted according to the mode switching request to complete the driving mode switch; or, If either the first or second determination result is negative, the mode switching request is prohibited.

[0007] Based on the same inventive concept, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described above when executing the computer program.

[0008] Based on the same inventive concept, this application also provides a vehicle including the electronic equipment described above.

[0009] As can be seen from the above, the vehicle control method and vehicle provided in this application, after receiving a mode switching request, acquire the vehicle operating status and the vehicle dynamic index. The vehicle operating status represents the current operating condition of the vehicle, and the vehicle dynamic index represents the current degree of dynamic change of the vehicle. Therefore, it is necessary to determine whether the vehicle operating status is in the ignition state and whether the vehicle dynamic index is within the dynamic range. If the results of both conditions are yes, it proves that the vehicle meets the conditions of the ignition state and the vehicle dynamic index also meets the dynamic index threshold range. It can be determined that the degree of dynamic change of the vehicle is low, and the mode switching request will be executed accordingly. The damper damping will be adjusted accordingly, so that when the damper damping is adjusted, there will be no abnormal noise or vehicle instability due to the change of damper damping, ensuring that the vehicle can operate comfortably and stably when switching driving modes. On the other hand, if either of the two conditions is no, it proves that the premise of driving mode switching is not met. If the driving mode switching is executed at this time, it will not be completed or the vehicle will have abnormal noise or vehicle instability. Therefore, the mode switching request will be prohibited to ensure the overall comfort and stability of the vehicle. Attached Figure Description

[0010] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies 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 these drawings without creative effort.

[0011] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application; Figure 2 This is a schematic diagram of the damping force of the electronically controlled shock absorber corresponding to the comfort mode and sport mode in an embodiment of this application. Figure 3 This is a table illustrating the specific value range of Pitch in the vehicle dynamics index of this application embodiment; Figure 4 This is a structural block diagram of a vehicle control device according to an embodiment of this application; Figure 5 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0012] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0013] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0014] Definitions: ECU: Electronic Control Unit.

[0015] IMU: Inertial Measurement Unit.

[0016] MV: Motion Velocity, vehicle dynamics index.

[0017] In related technologies, if switching driving modes during vehicle operation results in a change in suspension mode (e.g., switching from comfort mode to sport mode), the damping of the shock absorbers (e.g., electronically controlled shock absorbers) is typically adjusted according to the needs of the driving mode to achieve the purpose of switching driving modes. However, switching driving modes can easily cause abnormal noises or instability in the vehicle.

[0018] For example, when switching the suspension mode from Comfort to Sport, the damping adjustment of the shock absorbers can cause a large impact on the internal system of the shock absorbers, resulting in abnormal noise. Conversely, when switching the suspension mode from Sport to Comfort, the damping adjustment of the shock absorbers can cause a sudden increase in the range of motion of the vehicle body, which can easily lead to loss of control, startle passengers, or even cause danger, thus posing a safety liability risk to the car manufacturer.

[0019] The reasons for the above situation are as follows: When a vehicle is undergoing significant body movement, the damping of the shock absorber plays a major role in controlling the vehicle's motion. Figure 2As shown, in Comfort mode, the shock absorber damping is usually set to a lower value, resulting in a larger range of vehicle movement. In Sport mode, the shock absorber damping is set to a higher value, resulting in strong vehicle control. When switching from Comfort mode to Sport mode, the shock absorber damping force increases sharply, sometimes even doubling, causing a large impact inside the shock absorber and resulting in abnormal impact noise. When the vehicle is in Sport mode, the vehicle control is stable, giving the driver confidence. It can pass through special conditions such as large undulations and cross-axle situations at higher speeds. If the vehicle is switched to Comfort mode at this time, the shock absorber damping will decrease sharply and the vehicle control will weaken. If the vehicle speed is high at this time, the vehicle will be thrown higher, and the vehicle is prone to loss of control.

[0020] Based on the above, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0021] The vehicle control method proposed in the embodiments of this application, such as Figure 1 As shown, the application is in a vehicle controller, which is connected to a shock absorber, wherein the shock absorber is an electronically controlled shock absorber.

[0022] The method includes: Step 101: Receive mode switching request and obtain vehicle operating status and vehicle dynamic index.

[0023] In practice, the mode switching request is a mode switching request that will cause the damper damping to be adjusted, such as a request to switch from comfort mode to sport mode, or a request to switch from sport mode to comfort mode.

[0024] Specifically, the mode switching request refers to the suspension mode switching request, which will cause the shock absorber damping to be adjusted.

[0025] The specific generation details of the suspension mode switching request are as follows: Firstly, the driver switches the suspension mode (for example, switching the suspension mode from comfort mode to sport mode, or from sport mode to comfort mode), which generates a suspension mode switching request.

[0026] Secondly, the driving mode is associated with the suspension mode (for example, if the driving mode is Eco or Standard, the corresponding suspension mode is Comfort; if the driving mode is Sport, the corresponding suspension mode is Sport). When the driving mode is switched, if the associated suspension mode changes, it will trigger a suspension mode switch, thus generating a suspension mode switch request.

[0027] The vehicle operating status refers to the current operating state of the vehicle, indicating whether the vehicle is currently in the ignition state.

[0028] The vehicle dynamics index characterizes the degree of dynamic change in a vehicle. A higher index indicates a greater degree of dynamic change, while a lower index indicates a smaller degree of dynamic change and greater vehicle stability. The vehicle dynamics index is obtained by fitting motion data (including speed and amplitude) collected by a six-axis sensor located within the electronically controlled shock absorber.

[0029] When the vehicle controller receives a mode switching request, it determines that the damper damping needs to be adjusted. It then obtains the vehicle's operating status and body dynamic index, and analyzes and judges these parameters.

[0030] Step 102: Determine whether the vehicle is in an ignition state to obtain a first determination result; determine whether the vehicle body dynamic index is within the dynamic index threshold range to obtain a second determination result.

[0031] In practice, the threshold range of this dynamic index is: the range of values ​​for the vehicle body dynamic index when the vehicle can drive comfortably and stably.

[0032] If the vehicle is in ignition mode, the first judgment result is yes, indicating that the vehicle's power domain system is activated and the vehicle is in a state where it can start driving or is currently driving. At this time, the operating conditions for switching driving modes are met. If the vehicle is not in ignition mode, the first judgment result is no, indicating that the vehicle's power domain system is not activated and the vehicle cannot start driving. The operating conditions for switching driving modes are not met.

[0033] If the vehicle dynamic index is within the dynamic index threshold range, the second judgment result is yes, indicating that the vehicle is relatively stable and meets the stability conditions for adjusting the damper damping corresponding to the driving mode switch; if the vehicle dynamic index exceeds the dynamic index threshold range, the second judgment result is no, indicating that the vehicle is shaking too much and is not stable enough, and does not meet the stability conditions for adjusting the damper damping corresponding to the driving mode switch.

[0034] Step 103: In response to the first judgment result being yes and the second judgment result being yes, execute the mode switching request and adjust the damper damping according to the mode switching request to complete the driving mode switching.

[0035] In practice, if both the first and second judgment results are yes, it proves that the operating conditions and stability conditions are met. At this point, the driving mode switch can be executed. During the driving mode switch, the damper will be adjusted according to the required damper damping for the target driving mode corresponding to the mode switch request. After the damping switch is completed, the damper will send a damper damping switch completion command to the vehicle controller. Upon receiving the damper damping switch completion command and confirming that other functions corresponding to the driving mode switch have also been completed, the vehicle controller determines that the driving mode switch is complete.

[0036] Alternatively, in step 104, in response to the first judgment result being negative or the second judgment result being negative, the execution of the mode switching request is prohibited.

[0037] In practice, if either the first or second judgment result is negative, the driving mode cannot be switched. In this case, the mode switching request will be prohibited, and a corresponding mode switching failure message will be generated and displayed on the screen to inform the user that the driving mode switching has failed.

[0038] In addition, the cause of the driving mode switching failure can be determined (e.g., because the operating conditions are not met, or the stability conditions are not met, or neither the operating conditions nor the stability conditions are met). The cause of the driving mode switching failure, along with the mode switching failure prompt, can be displayed on the screen so that the user can be informed of the cause of the driving mode switching failure in a timely manner. After adjusting the vehicle according to the cause of the driving mode switching failure, the user can determine that the two conditions for driving mode switching are met and then initiate the mode switching request again, returning to step 101 above to complete the driving mode switching.

[0039] The above scheme allows for the acquisition of vehicle operating status and body dynamic index upon receiving a mode switching request. The vehicle operating status represents the current operating condition of the vehicle, and the body dynamic index represents the current degree of dynamic change. Therefore, it is necessary to determine whether the vehicle operating status is ignition-enabled and whether the body dynamic index is within the dynamic range. If both conditions are met, it indicates that the vehicle meets the ignition-enabled condition and the body dynamic index is within the dynamic index threshold range, confirming a low degree of dynamic change. In this case, the mode switching request will be executed, and the shock absorber damping will be adjusted accordingly. This ensures that the shock absorber damping adjustment does not cause abnormal noise or vehicle instability, guaranteeing comfortable and stable vehicle operation during driving mode switching. Conversely, if either condition is not met, it indicates that the prerequisite for driving mode switching is not met. Executing the driving mode switch in this case would either fail or result in abnormal noise or vehicle instability. Therefore, the mode switching request will be prohibited to ensure the overall comfort and stability of the vehicle.

[0040] In some embodiments, before determining whether the vehicle dynamic index is within the dynamic index threshold range in step 102 and obtaining the second determination result, the method further includes: Step A1: Collect road surface parameters, analyze the road surface parameters, and determine the road surface type.

[0041] In practice, road surface parameters specifically refer to road surface images acquired using an image acquisition device and / or road surface laser data acquired using a lidar detector. The road surface images and / or road surface laser data are analyzed to determine the corresponding road surface type.

[0042] Specifically, a pre-trained road surface recognition model can be used to accurately analyze road surface images and / or road surface laser data to output the road surface type.

[0043] The road surface type includes at least one of the following: asphalt road, cement road, corrugated road, traffic warning tape, joint road, stepped road, manhole cover road, pebble road, cobblestone road, pulse road, washboard road, iron bar barrier road, and speed bump.

[0044] Asphalt roads include, but are not limited to, at least one of: smooth asphalt roads, cracked asphalt roads, and repaired asphalt roads.

[0045] Cement roads include, but are not limited to, at least one of the following: fatigue-durable smooth cement roads, high-circle smooth cement roads, irregular cement roads, and damaged cement roads.

[0046] The waveform path includes, but is not limited to: long waveform path and / or short waveform path, wherein the long waveform path is the path with a waveform length greater than the predetermined wavelength, and the short waveform path is the path with a waveform length less than or equal to the predetermined wavelength.

[0047] Traffic warning tape includes, but is not limited to: spaced warning tape and / or continuous warning tape.

[0048] Joint roads include, but are not limited to: cement joint roads and / or bridge joint roads.

[0049] Step paths include, but are not limited to: upper step paths and / or lower step paths.

[0050] Manhole cover roads include, but are not limited to: convex manhole cover roads and / or concave manhole cover roads.

[0051] Billy stone paths include, but are not limited to: large Billy stone paths (stone width greater than the predetermined width) and / or small Billy stone paths (stone width less than or equal to the predetermined width).

[0052] Cobblestone paths include, but are not limited to: large cobblestone paths (diameter greater than the predetermined diameter) and / or small cobblestone paths (diameter less than or equal to the predetermined diameter).

[0053] The pulse path includes, but is not limited to: triangular pulse path and / or sine pulse path.

[0054] Speed ​​bumps include, but are not limited to: circular speed bumps and / or trapezoidal speed bumps.

[0055] Step A2: Obtain the current vehicle speed, and combine the current vehicle speed with the road surface type to determine the dynamic index threshold range.

[0056] In practice, the dynamic index ranges corresponding to various speeds and road surface types are pre-stored. This storage can be done in a table format, key-value pair format, graph format, or tree structure, with a table format being preferred. Figure 3 As shown.

[0057] In this way, after obtaining the road surface type, the corresponding dynamic index threshold range can be directly retrieved or calculated based on the vehicle's current speed, and then the vehicle's dynamic index can be accurately judged according to the dynamic index threshold range.

[0058] The above method can analyze the road surface parameters to determine the road surface type corresponding to the vehicle's location. Since the vehicle's dynamics vary at different speeds and road surface types, the accurate dynamic index threshold range corresponding to the vehicle's current condition can be determined based on the determined road surface type and the vehicle's current speed. If the vehicle's dynamic index is within the threshold range, it proves that the vehicle will not experience abnormal noises or instability.

[0059] In some embodiments, prior to step A1, the method further includes: Step B1: Under the target road surface and target speed conditions, determine the driver's behavior state when switching driving modes, and record multiple initial vehicle dynamic parameters.

[0060] In practice, real-vehicle tests are conducted on the corresponding vehicle models. The vehicles are driven on a predetermined target road surface at a target speed, during which the driving mode is switched (e.g., from Comfort to Sport or vice versa). The driver's behavior and corresponding initial vehicle dynamic parameters are recorded. These initial vehicle dynamic parameters are values ​​obtained by fitting motion data (e.g., speed and amplitude) collected by a six-axis sensor installed within the electronically controlled shock absorber.

[0061] Among them, the driver's behavioral state refers to the driver's feedback on the driving mode switching situation, such as the driver's feedback on the sound caused by the driving mode switching situation, and the driver's feedback on the comfort level corresponding to the driving mode switching situation.

[0062] Step B2: In response to the driver's behavior being in an abnormal state, the maximum value from the multiple recorded initial vehicle dynamic parameters is determined as the dynamic index threshold value.

[0063] In practice, the driver's behavior is constantly assessed. If the driver's behavior is abnormal (for example, the sound feedback is too loud, or the comfort feedback is uncomfortable), it indicates that the driving mode switching is abnormal. The maximum value among the multiple recorded initial vehicle dynamic parameters will be used as the dynamic index threshold value.

[0064] Step B3: Determine the dynamic index threshold range based on the dynamic index threshold value, and associate and store the dynamic index threshold range with the target road surface and the target speed.

[0065] In practice, the positive or negative value corresponding to the dynamic index threshold is determined, and the range from the negative dynamic index threshold to the positive dynamic index threshold is taken as the dynamic index threshold range. For example, if the dynamic index threshold is a, then the dynamic index threshold range is [-a, a].

[0066] To facilitate subsequent retrieval, the dynamic index threshold range will be associated and stored with the corresponding target speed on the target road surface. The target speed can be a speed range.

[0067] Then, by changing different target road surfaces and different target speeds, the corresponding dynamic index threshold ranges are determined. In this way, the dynamic index threshold ranges corresponding to each road surface and each speed can be obtained.

[0068] The above method allows for the recording and association of dynamic index threshold ranges for various road surfaces and speeds through real vehicle testing. This facilitates the retrieval of the corresponding dynamic index threshold ranges from storage based on road surface and speed in the future.

[0069] In some embodiments, the vehicle dynamics index includes: vertical dynamics index, longitudinal pitch dynamics index, and lateral roll dynamics index.

[0070] In practice, the vertical dynamic index (bounce) is a vertical bounce index that refers to the vertical movement of an object, such as the degree of vertical undulation of a vehicle body when driving on a bumpy road, and is used to assess ride comfort.

[0071] The pitch dynamic index, or pitch change index, refers to the rotational motion of an object about its lateral axis (left-right direction), manifested as the front of the vehicle lifting up and the rear sinking, or vice versa. During vehicle operation, it affects the vehicle's handling stability and passenger comfort.

[0072] The lateral roll dynamic index (roll) is a roll index that refers to the rotational motion of the vehicle body around its longitudinal axis (forward and backward direction), which manifests as the vehicle body tilting to one side.

[0073] In step 102, determining whether the vehicle dynamic index is within the dynamic index threshold range to obtain a second determination result includes: Step 1021: Compare the vertical dynamic index, longitudinal pitch dynamic index, and lateral roll dynamic index in the vehicle body dynamic index with the dynamic index threshold range, respectively.

[0074] In practice, the six-axis sensor installed inside the electronically controlled shock absorber (ECU) collects data such as motion speed and motion amplitude in real time in the vertical, horizontal and longitudinal directions, and then fits the data to obtain the corresponding vertical dynamic index, longitudinal pitch dynamic index and lateral roll dynamic index.

[0075] Then, based on the road surface type and the vehicle's current speed, the corresponding dynamic index range is retrieved from storage. This allows the vertical dynamic index, longitudinal pitch dynamic index, and lateral roll dynamic index to be compared with this dynamic index range to determine whether they fall within the range.

[0076] Step 1022: In response to the fact that the vertical dynamic index, the longitudinal pitch dynamic index, and the lateral roll dynamic index are all within the dynamic index threshold range, the second judgment result is determined to be yes.

[0077] In practice, if the vertical dynamic index, longitudinal pitch dynamic index, and lateral roll dynamic index are all within the dynamic index threshold range, it proves that the dynamic indices in each direction are normal, and the second judgment result can be determined to be yes, thus confirming that the vehicle body dynamic index is normal.

[0078] Alternatively, in step 1023, in response to any one of the vertical dynamic index, the longitudinal pitch dynamic index, and the lateral roll dynamic index exceeding the dynamic index threshold range, the second judgment result is determined to be no.

[0079] In practice, if any of the vertical dynamic index, longitudinal pitch dynamic index, and lateral roll dynamic index exceeds the dynamic index threshold range, it proves that the vehicle's current dynamic changes are too large and the driving mode cannot be switched (if the driving mode is switched, the damping of the shock absorber will change too much, causing the vehicle to malfunction). The second judgment result can be determined to be negative, and the vehicle dynamic index is determined to be abnormal.

[0080] The above scheme allows for the comparison and judgment of vertical dynamic index, longitudinal pitch dynamic index, and lateral roll dynamic index using a unified dynamic index threshold range. This ensures a fast comparison and judgment process and a more accurate second judgment result.

[0081] In some embodiments, the vehicle dynamics index includes: a vertical dynamics index, a longitudinal pitch dynamics index, and a lateral roll dynamics index. These vertical dynamics index, longitudinal pitch dynamics index, and lateral roll dynamics index are similar to those described above and will not be repeated here.

[0082] The dynamic index threshold range includes: vertical threshold range, longitudinal pitch threshold range, and lateral roll threshold range.

[0083] In practice, the process for determining the vertical threshold range, the longitudinal pitch threshold range, and the lateral roll threshold range is as follows: The system first conducts real-vehicle testing, allowing the vehicle to travel on a predetermined target road surface at a target speed (which can be a speed range). At this time, the driving mode is switched (for example, from comfort mode to sport mode or from sport mode to comfort mode). The system then records the driver's behavior and the corresponding initial vertical dynamic parameters, initial lateral dynamic parameters, and initial longitudinal dynamic parameters.

[0084] The initial vertical dynamic parameters, initial lateral dynamic parameters, and initial longitudinal dynamic parameters are values ​​obtained by fitting motion data (e.g., motion speed and motion amplitude) collected by a six-axis sensor installed in the electronically controlled vibration damper in each direction. Specifically, the initial vertical dynamic parameters are obtained by fitting in the vertical direction, the initial lateral dynamic parameters are obtained by fitting in the lateral direction, and the initial longitudinal dynamic parameters are obtained by fitting in the longitudinal direction.

[0085] This allows for judgment based on the driver's behavior. If the driver's behavior is abnormal (e.g., the sound feedback is too loud, or the comfort feedback is uncomfortable), it indicates that the driving mode switching is abnormal. The maximum value among the recorded initial vertical dynamic parameters will be used as the vertical dynamic threshold, the maximum value among the recorded initial lateral dynamic parameters will be used as the lateral dynamic threshold, and the maximum value among the recorded initial longitudinal dynamic parameters will be used as the longitudinal dynamic threshold.

[0086] Then, the vertical threshold range determined based on the vertical dynamic threshold value, the longitudinal pitch threshold range determined based on the lateral dynamic threshold value, and the lateral roll threshold range determined based on the longitudinal dynamic threshold value are further defined. Next, the vertical threshold range, longitudinal pitch threshold range, and lateral roll threshold range are associated with and stored with the corresponding target road surface and target speed (for example, they can be stored in a table format, key-value pair format, curve graph format, or tree structure, preferably in a table format), which facilitates subsequent retrieval.

[0087] The specific process for determining the range of each threshold is as follows: Vertical threshold range: Determine the positive or negative value corresponding to the vertical dynamic threshold value. The range from the negative vertical dynamic threshold value to the positive vertical dynamic threshold value is taken as the vertical threshold range. For example, if the vertical dynamic threshold value is b, then the vertical threshold range is [-b, b].

[0088] Longitudinal pitch threshold range: Determine the positive and negative values ​​corresponding to the lateral dynamic threshold value. The range from the negative lateral dynamic threshold value to the positive lateral dynamic threshold value is used as the longitudinal pitch threshold range. For example, if the lateral dynamic threshold value is c, then the longitudinal pitch threshold range is [-c, c].

[0089] Lateral roll threshold range: Determine the positive and negative values ​​corresponding to the longitudinal dynamic threshold value. The range from the negative longitudinal dynamic threshold value to the positive longitudinal dynamic threshold value is used as the lateral roll threshold range. For example, if the longitudinal dynamic threshold value is d, then the lateral roll threshold range is [-d, d].

[0090] In addition, the vertical threshold range, longitudinal pitch threshold range, and lateral roll threshold range can also have their respective upper and lower limits determined, thereby determining the corresponding threshold range. Specifically, the vertical threshold range is determined based on the lower and upper vertical limits, the longitudinal pitch threshold range is determined based on the lower and upper longitudinal pitch limits, and the lateral roll threshold range is determined based on the lower and upper lateral roll limits.

[0091] Step 102, which involves determining whether the vehicle dynamic index is within the dynamic index threshold range to obtain a second determination result, includes: Step 1021': Compare the vertical dynamic index with the vertical threshold range, compare the longitudinal pitch dynamic index with the longitudinal pitch threshold range, and compare the lateral roll dynamic index with the lateral roll threshold range.

[0092] In practice, to ensure the accuracy of comparison of various vehicle dynamic indices, the corresponding vertical threshold range, longitudinal pitch threshold range, and lateral roll threshold range will be retrieved from storage based on the road surface type and the vehicle's current speed.

[0093] A six-axis sensor installed inside the electronically controlled shock absorber (ECU) collects real-time data on motion speed, amplitude, and other parameters in the vertical, lateral, and longitudinal directions. This data is then fitted to obtain corresponding vertical dynamic indices, longitudinal pitch dynamic indices, and lateral roll dynamic indices. This allows for comparison of the vertical dynamic indices with vertical threshold ranges, the longitudinal pitch dynamic indices with longitudinal pitch threshold ranges, and the lateral roll dynamic indices with lateral roll threshold ranges, resulting in more accurate comparisons.

[0094] Step 1022': In response to the vertical dynamic index being within the vertical threshold, the longitudinal pitch dynamic index being within the longitudinal pitch threshold, and the lateral roll dynamic index being within the lateral roll threshold, the second judgment result is determined to be yes.

[0095] In practice, if the vertical dynamic index, longitudinal pitch dynamic index, and lateral roll dynamic index are all within their respective vertical threshold range, longitudinal pitch threshold range, and lateral roll threshold range, it proves that the dynamic indices in each direction are normal. Therefore, the second judgment result can be determined as yes, and the vehicle body dynamic index is determined to be normal.

[0096] Alternatively, in step 1023', in response to the vertical dynamic index exceeding the vertical threshold range, or the longitudinal pitch dynamic index exceeding the longitudinal pitch threshold range, or the lateral roll dynamic index exceeding the lateral roll threshold range, the second judgment result is determined to be no.

[0097] In practice, if any of the vertical dynamic index, longitudinal pitch dynamic index, and lateral roll dynamic index exceeds its corresponding threshold range, it proves that the vehicle's current dynamic changes are too large and the driving mode cannot be switched (if the driving mode is switched, the damping of the shock absorber will change too much, causing the vehicle to malfunction). This confirms that the second judgment result is negative and that the vehicle body dynamic index is abnormal.

[0098] The above scheme allows for the comparison and judgment of the vertical dynamic index, longitudinal pitch dynamic index, and lateral roll dynamic index using their respective threshold ranges. This ensures a more accurate comparison and judgment process and improves the accuracy of the second judgment result.

[0099] In some embodiments, adjusting the damper damping according to the mode switching request in step 103 includes: Step 1031: Determine the target driving mode to switch to based on the mode switching request.

[0100] In practice, the current driving mode is obtained, and the target driving mode to be switched is determined according to the mode switching request. If the current driving mode is different from the target driving mode, it is determined that a driving mode switch is required.

[0101] Step 1032: Determine the target current amount corresponding to the target driving mode.

[0102] In practice, when switching from the current driving mode to the target driving mode, the damping of the shock absorber needs to be adjusted. This adjustment is achieved through current measurement. Furthermore, the operating current of the shock absorber for each driving mode is pre-stored, allowing the appropriate target current to be retrieved based on the target driving mode.

[0103] Step 1033: The target current is sent to the vibration damper so that the vibration damper can adjust its damping based on the target current.

[0104] In practice, after obtaining the target current, it is sent to the shock absorber. Upon receiving the target current, the shock absorber adjusts its current from the current level to the target current. Driven by the target current, the shock absorber achieves damping that matches the target driving mode, thus adjusting the shock absorber damping. This allows the shock absorber damping to better meet the requirements of the target driving mode, thereby controlling the vehicle to operate according to the target driving mode under the corresponding damping conditions.

[0105] The above scheme allows for the control of damper damping adjustment by determining the target current quantity that matches the target driving mode, thereby enabling the damper damping to better meet the requirements of the target driving mode.

[0106] In some embodiments, step 1032 includes: Step 10321: Determine the target damping amount of the shock absorber corresponding to the target driving mode.

[0107] In practice, the damping values ​​of the shock absorbers corresponding to various driving modes are pre-stored. Specifically, they can be stored in a table format, a key-value pair format, a graph format, or a tree structure format, with a table format being preferred.

[0108] This allows you to find the target damper damping value based on the target driving mode, and then control the damper based on that target damping value.

[0109] Step 10321: Obtain the damping current mapping relationship, and determine the target current amount from the damping current mapping relationship based on the target damping amount.

[0110] In practice, the mapping relationship between each damping value and the corresponding current of the shock absorber is pre-stored. This mapping relationship can be stored in a table, key-value pair, graph, or tree structure, with a table being preferred. The target current value corresponding to the target damping value is then looked up in the table. After obtaining the target current value, it is sent to the shock absorber. Upon receiving the target current value, the shock absorber adjusts its current from the current value to the target current value. Driven by the target current, the shock absorber achieves damping that matches the target driving mode, thus completing the adjustment of the shock absorber's damping.

[0111] The above scheme allows for the determination of a target damping value based on the target driving mode. This target damping value then accurately determines the corresponding target current for the shock absorber's operation. The target current is then sent to the shock absorber. Upon receiving this target current, the shock absorber adjusts its current from the current level to the target level. Driven by the target current, the shock absorber achieves damping that matches the target driving mode, thus completing the damping adjustment. This ensures that the shock absorber damping better meets the requirements of the target driving mode, thereby controlling the vehicle to operate according to the target driving mode under the corresponding damping conditions.

[0112] In some embodiments, after the target current quantity is sent to the vibration damper in step 1033, the vibration damper performs the following process: Step C1: Control the solenoid valve in the vibration damper to adjust the current from the current to the target current.

[0113] In practice, after receiving the target current, the vibration damper will adjust the operating current of the solenoid valve within it from the current current to the target current. The vibration damper is an electronically controlled vibration damper. Figure 4 As shown.

[0114] Step C2: Adjust the opening of the solenoid valve using the target current, and control the flow of hydraulic oil in the shock absorber according to the adjusted opening of the solenoid valve.

[0115] In specific implementation, such as Figure 4 As shown, after the solenoid valve operates according to the target current, it will adjust the opening of the solenoid valve to the predetermined opening (i.e., the adjusted opening of the solenoid valve). In this way, the hydraulic oil in the shock absorber flows in the oil reservoir of the shock absorber (which includes the upper chamber, intermediate chamber and lower chamber of the working cylinder) through the piston valve and the bottom valve at the predetermined opening. This will adjust the pressure of the hydraulic oil in the shock absorber to the predetermined pressure, thereby enabling the damping of the shock absorber to reach the target damping amount at the predetermined pressure.

[0116] Through the above scheme, the shock absorber can adjust the opening of the internal solenoid valve according to the target current, so that the pressure of the hydraulic oil inside the shock absorber is adjusted to the predetermined pressure, thereby making the damping of the shock absorber reach the target damping amount under the predetermined pressure. This makes the damping of the shock absorber more in line with the requirements of the target driving mode, and thus controls the vehicle to operate according to the target driving mode under the target damping amount.

[0117] In some embodiments, step 101 includes: Step 1011: Receive a mode switching request and determine the original driving mode and target driving mode corresponding to the mode switching request.

[0118] Step 1012: Determine the first damper damping corresponding to the original driving mode and the second damper damping corresponding to the target driving mode, and determine the damping deviation between the first damper damping and the second damper damping.

[0119] Step 1013: In response to determining that the damping deviation is greater than the deviation threshold, obtain the vehicle operating status and vehicle body dynamic index.

[0120] In practice, to determine the magnitude of the damper damping adjustment corresponding to the mode switching request, the damping deviation before and after the driving mode switch is determined. If the damping deviation is greater than the deviation threshold, it is determined that the damping deviation is large. Therefore, the change in damper damping adjustment caused by the driving mode switch may cause abnormal noise or instability in the vehicle. To avoid this problem, the vehicle's operating status and body dynamic index are obtained, and the process continues according to steps 102 and 103 above. Thus, the driving mode switch needs to simultaneously meet the conditions that the vehicle's operating status is ignition and the body dynamic index is within the dynamic range. This proves that the vehicle meets the conditions of ignition and the body dynamic index is within the dynamic index threshold range, indicating that the degree of vehicle dynamic change is low. The mode switching request will then be executed, and the damper damping will be adjusted accordingly. This ensures that the damper damping adjustment will not cause abnormal noise or body instability due to changes in damper damping, thus guaranteeing that the vehicle can operate comfortably and stably during driving mode switching.

[0121] Specifically, in response to determining that the damping deviation is less than or equal to the damping deviation threshold, the vehicle operating state is obtained. When the vehicle operating state is determined to be the ignition state, a mode switching request is executed, and the damper damping is adjusted according to the mode switching request to complete the driving mode switching.

[0122] In practice, if the damping deviation is less than or equal to the damping deviation threshold, it proves that the damping change of the shock absorber caused by the driving mode switch is small. At this time, it proves that the damping change of the shock absorber will not cause dynamic changes in the vehicle. After determining that the vehicle is in the ignition state, the driving mode can be switched directly.

[0123] The above solution can determine the damping deviation of the shock absorber before and after the mode switching request. Only after the damping deviation is determined to be greater than the deviation threshold will the subsequent steps of this application be executed. This can improve the accuracy of the application and ensure that there will be no abnormal noise or vehicle instability due to the change in shock absorber damping when adjusting the damping, thus ensuring that the vehicle can operate comfortably and stably when switching driving modes.

[0124] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0125] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0126] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a vehicle control device.

[0127] refer to Figure 4 The device includes: The acquisition module 201 is configured to receive mode switching requests and acquire vehicle operating status and vehicle dynamic index. The judgment module 202 is configured to determine whether the vehicle is in an ignition state to obtain a first judgment result, and to determine whether the vehicle dynamic index is within the dynamic index threshold range to obtain a second judgment result. The mode switching execution module 203 is configured to, in response to both the first and second determination results being true, execute the mode switching request and adjust the shock absorber damping according to the mode switching request to complete the driving mode switching; or, The mode switching prohibition module 204 is configured to prohibit the execution of the mode switching request in response to the first judgment result being negative or the second judgment result being negative.

[0128] In some embodiments, the apparatus further includes a dynamic index threshold determination module, configured to: Before determining whether the vehicle body dynamic index is within the dynamic index threshold range and obtaining the second determination result: Collect road surface parameters, analyze the road surface parameters, and determine the road surface type; Obtain the vehicle's current speed and combine it with the road surface type to determine the dynamic index threshold range.

[0129] In some embodiments, the apparatus further includes: an associated storage module configured to: Before collecting road surface parameters, analyzing the road surface parameters, and determining the road surface type: Under target road conditions and target speed, determine the driver's behavior when switching driving modes, and record multiple initial vehicle dynamic parameters; In response to the driver's behavior being abnormal, the maximum value will be determined from multiple recorded initial vehicle dynamic parameters as the dynamic index threshold value. The dynamic index threshold range is determined based on the dynamic index threshold value, and the dynamic index threshold range is associated with and stored in relation to the target road surface and the target speed.

[0130] In some embodiments, the vehicle dynamics index includes: vertical dynamics index, longitudinal pitch dynamics index, and lateral roll dynamics index; The judgment module 202 is specifically configured as follows: The vertical dynamic index, longitudinal pitch dynamic index, and lateral roll dynamic index in the vehicle body dynamic index are compared with the dynamic index threshold range, respectively. In response to the fact that the vertical dynamic index, the longitudinal pitch dynamic index, and the lateral roll dynamic index are all within the dynamic index threshold, the second judgment result is determined to be yes; or... If any of the vertical dynamic index, the longitudinal pitch dynamic index, and the lateral roll dynamic index exceeds the threshold range of the dynamic index, the second judgment result is determined to be no.

[0131] In some embodiments, the vehicle dynamics index includes: vertical dynamics index, longitudinal pitch dynamics index, and lateral roll dynamics index; The dynamic index threshold range includes: vertical threshold range, longitudinal pitch threshold range, and lateral roll threshold range; The judgment module 202 is specifically configured as follows: The vertical dynamic index is compared with the vertical threshold range, the longitudinal pitch dynamic index is compared with the longitudinal pitch threshold range, and the lateral roll dynamic index is compared with the lateral roll threshold range. In response to the vertical dynamic index being within the vertical threshold, the longitudinal pitch dynamic index being within the longitudinal pitch threshold, and the lateral roll dynamic index being within the lateral roll threshold, the second judgment result is determined to be yes; or, In response to the vertical dynamic index exceeding the vertical threshold range, or the longitudinal pitch dynamic index exceeding the longitudinal pitch threshold range, or the lateral roll dynamic index exceeding the lateral roll threshold range, the second judgment result is determined to be no.

[0132] In some embodiments, the mode switching execution module 203 is specifically configured as follows: Based on the mode switching request, determine the target driving mode to switch to; Determine the target current quantity corresponding to the target driving mode; The target current is sent to the damper so that the damper can adjust its damping based on the target current.

[0133] In some embodiments, the mode switching execution module 203 is specifically configured as follows: Determine the target damping value of the shock absorber corresponding to the target driving mode; Obtain the damping current mapping relationship, and determine the target current amount from the damping current mapping relationship based on the target damping amount.

[0134] In some embodiments, the device further includes: a damper control module configured to: After sending the target current to the vibration damper, the vibration damper is controlled to perform the following: Control the solenoid valve in the vibration damper to adjust the current from the current to the target current. The opening degree of the solenoid valve is adjusted using the target current, and the flow of hydraulic oil in the shock absorber is controlled according to the adjusted opening degree of the solenoid valve.

[0135] In some embodiments, the acquisition module 201 is specifically configured as follows: Receive a mode switching request and determine the original driving mode and target driving mode corresponding to the mode switching request; Determine the first damper damping corresponding to the original driving mode and the second damper damping corresponding to the target driving mode, and determine the damping deviation between the first damper damping and the second damper damping. In response to determining that the damping deviation is greater than the deviation threshold, the vehicle operating status and vehicle body dynamic index are obtained.

[0136] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0137] The apparatus of the above embodiments is used to implement the corresponding method in any of the foregoing embodiments and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0138] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the methods described in any of the above embodiments.

[0139] Figure 5This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0140] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0141] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0142] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0143] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0144] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0145] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0146] The electronic devices described above are used to implement the corresponding methods in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0147] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to perform the methods described in any of the above embodiments.

[0148] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random-access memory (SRAM), dynamic random-access memory (DRAM), other types of random-access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, compact disc read-only memory (CD-ROM), digital video disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0149] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to perform the methods described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0150] Based on the same concept, corresponding to any of the above embodiments, this application also provides a computer program product, including computer program instructions, which, when run on a computer, cause the computer to perform the method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0151] Based on the same inventive concept, this application also provides a vehicle including the device or electronic device described in the above embodiments. The beneficial effects of embodiments having corresponding devices or electronic devices will not be elaborated further here.

[0152] It is understood that before using the technical solutions of the various embodiments in this application, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0153] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations described in this application.

[0154] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0155] It is understood that the above notification and user authorization process is merely illustrative and does not limit the implementation of this application. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this application.

[0156] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in the details for the sake of brevity.

[0157] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0158] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0159] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, include: Receive mode switching requests and obtain vehicle operating status and vehicle dynamic index; A first judgment result is obtained by determining whether the vehicle is in an ignition state, and a second judgment result is obtained by determining whether the vehicle dynamic index is within the dynamic index threshold range. In response to the first judgment result being yes and the second judgment result being yes, the mode switching request is executed, and the damper damping is adjusted according to the mode switching request to complete the driving mode switching; or, If the first judgment result is negative, or the second judgment result is negative, the mode switching request is prohibited.

2. The method according to claim 1, characterized in that, Before determining whether the vehicle dynamic index is within the dynamic index threshold range and obtaining the second determination result, the method further includes: Collect road surface parameters, analyze the road surface parameters, and determine the road surface type; Obtain the vehicle's current speed and combine it with the road surface type to determine the dynamic index threshold range.

3. The method according to claim 2, characterized in that, Before collecting road surface parameters, analyzing the road surface parameters, and determining the road surface type, the method further includes: Under target road conditions and target speed, determine the driver's behavior when switching driving modes, and record multiple initial vehicle dynamic parameters; In response to the driver's behavior being abnormal, the maximum value will be determined from multiple recorded initial vehicle dynamic parameters as the dynamic index threshold value. The dynamic index threshold range is determined based on the dynamic index threshold value, and the dynamic index threshold range is associated with and stored in relation to the target road surface and the target speed.

4. The method according to claim 1, characterized in that, The vehicle dynamics index includes: vertical dynamics index, longitudinal pitch dynamics index, and lateral roll dynamics index. The step of determining whether the vehicle dynamic index is within the dynamic index threshold range to obtain a second determination result includes: The vertical dynamic index, longitudinal pitch dynamic index, and lateral roll dynamic index in the vehicle body dynamic index are compared with the dynamic index threshold range, respectively. In response to the fact that the vertical dynamic index, the longitudinal pitch dynamic index, and the lateral roll dynamic index are all within the dynamic index threshold, the second judgment result is determined to be yes; or... If any of the vertical dynamic index, the longitudinal pitch dynamic index, and the lateral roll dynamic index exceeds the threshold range of the dynamic index, the second judgment result is determined to be no.

5. The method according to claim 1, characterized in that, The vehicle dynamics index includes: vertical dynamics index, longitudinal pitch dynamics index, and lateral roll dynamics index. The dynamic index threshold range includes: vertical threshold range, longitudinal pitch threshold range, and lateral roll threshold range; The step of determining whether the vehicle dynamic index is within the dynamic index threshold range to obtain a second determination result includes: The vertical dynamic index is compared with the vertical threshold range, the longitudinal pitch dynamic index is compared with the longitudinal pitch threshold range, and the lateral roll dynamic index is compared with the lateral roll threshold range. In response to the vertical dynamic index being within the vertical threshold, the longitudinal pitch dynamic index being within the longitudinal pitch threshold, and the lateral roll dynamic index being within the lateral roll threshold, the second judgment result is determined to be yes; or, In response to the vertical dynamic index exceeding the vertical threshold range, or the longitudinal pitch dynamic index exceeding the longitudinal pitch threshold range, or the lateral roll dynamic index exceeding the lateral roll threshold range, the second judgment result is determined to be no.

6. The method according to claim 1, characterized in that, The adjustment of the damper damping according to the mode switching request includes: Based on the mode switching request, determine the target driving mode to switch to; Determine the target current quantity corresponding to the target driving mode; The target current is sent to the damper so that the damper can adjust its damping based on the target current.

7. The method according to claim 6, characterized in that, Determining the target current quantity corresponding to the target driving mode includes: Determine the target damping value of the shock absorber corresponding to the target driving mode; Obtain the damping current mapping relationship, and determine the target current amount from the damping current mapping relationship based on the target damping amount.

8. The method according to claim 6, characterized in that, After the target current is sent to the vibration damper, the vibration damper performs the following process: Control the solenoid valve in the vibration damper to adjust the current from the current to the target current. The opening degree of the solenoid valve is adjusted using the target current, and the flow of hydraulic oil in the shock absorber is controlled according to the adjusted opening degree of the solenoid valve.

9. The method according to claim 1, characterized in that, The receiving mode switching request, obtaining vehicle operating status and vehicle dynamic index, includes: Receive a mode switching request and determine the original driving mode and target driving mode corresponding to the mode switching request; Determine the first damper damping corresponding to the original driving mode and the second damper damping corresponding to the target driving mode, and determine the damping deviation between the first damper damping and the second damper damping. In response to determining that the damping deviation is greater than the deviation threshold, the vehicle operating status and vehicle body dynamic index are obtained.

10. A vehicle, including electronic equipment, characterized in that, The invention includes a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that the processor, when executing the computer program, implements the method as described in any one of claims 1 to 9.

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