Vehicle control methods, devices, electronic equipment and vehicles

Abstract

This application relates to the field of vehicle technology and discloses a vehicle control method, device, electronic device, and vehicle. The method includes: acquiring vehicle driving data during vehicle operation, and acquiring the vertical load of the vehicle tires through intelligent tire sensors to determine the changes in the vertical load; determining the vehicle's driving state based on the changes in the vertical load and the driving data; and determining the corresponding actuator and its control parameters based on the driving state. This application can perform graded active control before, during, and after tire liftoff, with fast response and accurate control, significantly improving safety and stability during extreme driving.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to vehicle control methods, devices, electronic equipment, and vehicles. Background Technology

[0002] When a car is driven at its limits, the tires are prone to lifting off the ground, resulting in loss of traction and vehicle imbalance, which seriously threatens safety. Currently, mainstream vehicle control systems rely on continuous tire contact with the ground and sensor data to detect tire lift-off, but this method suffers from recognition lag. Summary of the Invention

[0003] This application provides a vehicle control method, device, electronic equipment, and vehicle to solve the problem of delayed tire lift-off recognition.

[0004] In a first aspect, this application provides a vehicle control method, the method comprising:

[0005] During vehicle operation, the vehicle's driving data is acquired, and the vertical load of the vehicle's tires is acquired through intelligent tire sensors to determine the changes in the vertical load. The driving status of the vehicle is determined based on the changes in the vertical load and the driving data; The corresponding actuator and its control parameters are determined based on the driving state.

[0006] The method provided in this embodiment directly acquires the vertical load of the vehicle tires and captures changes in the vertical load through intelligent tire sensors, overcoming the limitations of conventional sensors in signal distortion when the tires are off the ground. It can quickly capture ground-lift characteristics such as sudden drops in vertical load, even approaching zero, accurately identifying tire lift-off and vehicle imbalance states in scenarios such as high-speed cornering and emergency avoidance, avoiding the recognition lag problem of traditional systems, and providing reliable data support for subsequent control. By combining vertical load changes with driving data to determine the driving state, corresponding actuators can be matched for different driving states, and the corresponding control parameters of the actuators can be determined to quickly push the off-ground tires back to ground, suppressing risks such as vehicle roll and pitch. Determining the corresponding actuator and its control parameters based on the driving state enables precise actuator control, ensuring driving safety under extreme conditions.

[0007] In one optional implementation, determining the vehicle's driving state based on the changes in the vertical load and the driving data includes: When the vertical load is in a decreasing trend and the vehicle speed, steering wheel angle, and lateral acceleration in the driving data meet the first preset condition, the driving state of the vehicle is determined to be a high-speed curve driving state. When the vertical load is in a decreasing trend and the vehicle speed, brake pedal travel, yaw rate, steering wheel angle, and steering wheel angular velocity in the driving data meet the second preset condition, the driving state of the vehicle is determined to be an emergency avoidance driving state. When the vertical load is in an alternating trend and the vehicle speed and vertical acceleration in the driving data meet the third preset condition, the driving state of the vehicle is determined to be an uneven road surface driving state.

[0008] The method provided in this embodiment accurately classifies various core extreme driving states, such as high-speed curves, emergency avoidance, and uneven road surfaces, by combining vertical load variation trends with driving data. Different states correspond to different operating conditions and risk points. This classification method avoids the shortcomings of using a uniform control logic in traditional control systems, achieving refined identification of driving states. This provides a clear direction for subsequent targeted adjustments, ensuring that the control strategy is highly adapted to actual operating conditions and improving the accuracy and effectiveness of control in extreme scenarios.

[0009] In one optional implementation, after determining that the vehicle's driving state is a high-speed curve driving state, which includes multiple driving stages with different levels of tire ground clearance risk, the method further includes: Obtain multiple vertical load ranges; different vertical load ranges correspond to different driving stages; Determine the range of vertical loads to which the vertical load belongs; The vehicle is determined to be in a driving stage corresponding to its vertical load range; wherein the driving stage includes: a ground clearance warning stage, a ground clearance critical stage, and a tire ground clearance stage, wherein the minimum value in the vertical load range corresponding to the ground clearance warning stage is greater than the maximum value in the vertical load range corresponding to the ground clearance critical stage, and the minimum value in the vertical load range corresponding to the ground clearance critical stage is greater than the maximum value in the vertical load range corresponding to the tire ground clearance stage.

[0010] The method provided in this embodiment further refines the high-speed cornering situation into three stages: ground clearance warning, critical ground clearance, and tire ground clearance, and clearly defines the stage boundaries through the vertical load range. This stepped stage division can accurately capture the dynamic evolution of tire ground clearance, achieving full-process coverage of early warning, critical intervention, and ground clearance recovery. Compared with the traditional system's passive response mode after an anomaly occurs, this approach can pre-plan control strategies according to the risk level of different stages, avoiding control lag and buying valuable time for the tire to quickly regain ground and suppress vehicle imbalance, significantly improving driving stability in high-speed cornering scenarios.

[0011] In one optional implementation, when the vehicle is traveling in a high-speed curve, determining the corresponding actuator and its control parameters based on the travel state includes: The corresponding actuator and its control parameters are determined according to the vehicle's driving stage; different actuators correspond to different driving stages; the control parameters of the actuator in the high-speed curve driving state are determined based on the vertical load, the vehicle speed, the steering wheel angle, and the lateral acceleration; When the vehicle is in the ground clearance warning stage, the corresponding actuators include an air spring and a shock absorber, and the control parameters include a first control parameter for the air spring and a control parameter for the shock absorber. When the vehicle is in the critical stage of ground clearance, the corresponding actuator includes: a tire drive system, and the control parameters include: control parameters of the tire drive system; When the vehicle is in the tire-off phase, the corresponding actuators include an air spring and a tire braking system, and the control parameters include: a second control parameter for the air spring and a control parameter for the tire braking system.

[0012] The method provided in this embodiment matches differentiated actuators and control parameters based on different driving stages in high-speed curves, achieving precise linkage between stages, mechanisms, and parameters. In the ground clearance warning stage, the suspension state is adjusted in advance by air springs and shock absorbers to suppress roll and load transfer at the source. In the critical ground clearance stage, the drive system intervenes to optimize load distribution, delaying or preventing tires from leaving the ground. In the tire clearance stage, the air springs and braking system work together to quickly pull the tires back to ground. This phased, precise control mode ensures timely control while avoiding secondary risks caused by excessive intervention, maximizing handling safety in high-speed curves.

[0013] In one optional implementation, when the vehicle is in an emergency avoidance driving state, determining the corresponding actuator and the control parameters of the actuator based on the driving state includes: All actuators corresponding to the high-speed curve driving state are identified as actuators corresponding to the emergency avoidance driving state. The control parameters of the actuator in the emergency avoidance driving state are determined based on the vertical load, the vehicle speed, the brake pedal travel, the yaw rate, the steering wheel angle, and the steering wheel angular velocity.

[0014] The method provided in this embodiment addresses the complex load characteristics of emergency avoidance scenarios (superimposed braking and steering, and a sudden increase in lateral acceleration). It integrates all actuators corresponding to high-speed curves to form a multi-dimensional collaborative control system. Simultaneously, it incorporates specific parameters such as brake pedal travel and yaw rate into the control parameters, ensuring that the parameter calculations closely match the complex force state of emergency avoidance. This design overcomes the limitations of traditional systems that rely on single-mechanism control. Through the coordinated efforts of the suspension, drive, and braking systems, it can quickly offset the vehicle imbalance caused by complex loads, effectively suppress the risk of tire liftoff, shorten trajectory deviation, and significantly improve driving safety in high-risk emergency avoidance scenarios.

[0015] In one optional implementation, when the vehicle is traveling on an uneven road surface, determining the corresponding actuator and its control parameters based on the travel state includes: Air springs and shock absorbers are identified as the actuators corresponding to the driving state on the uneven road surface. The control parameters of the actuator under the uneven road surface driving state are determined based on the vertical load, the vehicle speed, and the vertical acceleration.

[0016] The method provided in this embodiment addresses the core characteristic of alternating vertical load fluctuations on uneven road surfaces. It focuses on two core actuators: air springs and shock absorbers, precisely matching key parameters such as vertical load, vehicle speed, and vertical acceleration to calculate control parameters. This design can specifically optimize suspension travel and damping characteristics, enabling the suspension to quickly adapt to road undulations, effectively suppressing excessive tire bounce and avoiding ground clearance issues caused by insufficient suspension travel. Simultaneously, precise damping and stiffness adjustments reduce the impact of road bumps on vehicle posture, balancing driving stability and ride comfort, and solving the problem of traditional systems easily bouncing off the ground or making hard contact on uneven roads.

[0017] In an optional implementation, after determining the corresponding actuator and its control parameters based on the driving state, the method further includes: The control parameters of the actuator are sent to the corresponding control unit, so that the control unit sends a control command to the actuator according to the control parameters, and controls the actuator to perform the corresponding operation.

[0018] The method provided in this embodiment achieves a closed-loop control process of data acquisition, status recognition, parameter calculation, and command execution by sending control parameters to the corresponding control unit. This ensures that control parameters can be quickly and accurately converted into actual operations of the actuators, avoiding control failures caused by parameter transmission delays or command distortion. Compared to traditional open control modes, the closed-loop design guarantees the efficiency of control strategy implementation, ensuring timely response and correction of vehicle status under extreme conditions, further enhancing the reliability and stability of control, and providing end-to-end protection for driving safety.

[0019] Secondly, this application provides a vehicle control device, the device comprising: The first processing module is used to acquire the vehicle's driving data during vehicle operation, and to acquire the vertical load of the vehicle's tires through intelligent tire sensors, and to determine the changes in the vertical load. The second processing module is used to determine the driving status of the vehicle based on the changes in the vertical load and the driving data; The third processing module is used to determine the corresponding actuator and the control parameters of the actuator based on the driving state.

[0020] Thirdly, this application provides an electronic device, including: a memory and a processor, which are communicatively connected to each other. The memory stores computer instructions, and the processor executes the computer instructions to perform the vehicle control method of the first aspect or any corresponding embodiment described above.

[0021] Fourthly, this application provides a vehicle that includes the device described in the second aspect or the electronic device described in the third aspect above, so as to enable the vehicle to implement the vehicle control method of the first aspect or any corresponding embodiment thereof. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram illustrating an application scenario according to an embodiment of this application; Figure 2 This is a flowchart of a vehicle control method according to an embodiment of this application; Figure 3 This is a schematic diagram of the control architecture according to an embodiment of this application; 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 hardware structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, 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, 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.

[0025] It is understood that before using the technical solutions disclosed in the various embodiments of this application, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in this application in an appropriate manner in accordance with relevant laws and regulations, and user authorization should be obtained.

[0026] As one optional application scenario in the embodiments of this application, such as Figure 1 As shown, the vehicle control system may include at least one terminal device and at least one server. Figure 1 The system is illustrated in the example, which includes a computer 101, a mobile terminal 102, and a server 103, and the terminal devices such as the computer 101 and the mobile terminal 102 are connected to the server 103 through a network 110.

[0027] Specifically, the terminal device can be a vehicle-mounted terminal. Server 103 can be a standalone physical server, a server cluster, a distributed system, or a cloud server providing cloud services. Network 110 can be a wired or wireless network, examples of which include, but are not limited to, the Internet, corporate intranets, local area networks, wide area networks, mobile communication networks, and combinations thereof.

[0028] Current mainstream vehicle control systems, such as electronic stability programs and active suspension systems, can control vehicle trajectory and suppress body roll and pitch to improve driving performance by adjusting shock absorber damping force, suspension stiffness, or applying braking intervention. However, they have certain limitations when dealing with the special scenario of tires leaving the ground. This is because these systems mostly rely on conventional sensors such as wheel speed sensors, acceleration sensors, and gyroscopes to monitor and analyze the vehicle's operating status before the vehicle's ECU runs a stored calibration program to correct the vehicle's driving state. When the tires leave the ground, the wheel speed signal may be distorted due to the lack of ground friction, and the acceleration signal is difficult to accurately capture the instantaneous state of leaving the ground, resulting in system recognition lag. At the same time, existing control algorithms assume "continuous tire contact with the ground" and lack dedicated control logic for the ground-leaning condition. Even if an anomaly is detected, it is difficult to quickly trigger an effective suspension adjustment strategy, making it difficult to restore tire contact with the ground and vehicle driving stability in the shortest possible time.

[0029] According to an embodiment of this application, a vehicle control method is provided to solve the above-mentioned problems. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0030] This embodiment provides a vehicle control method that can be used in the aforementioned mobile terminal, such as an in-vehicle terminal. Figure 2 This is a flowchart of a vehicle control method according to an embodiment of this application, such as... Figure 2 As shown, the process includes the following steps: S201: During vehicle operation, acquire vehicle driving data and obtain the vertical load of the vehicle tires through intelligent tire sensors to determine the changes in the vertical load.

[0031] In this embodiment, the driving data includes: vehicle speed, steering wheel angle, steering wheel angular velocity, lateral acceleration, vertical acceleration, brake pedal travel, yaw rate, etc. Intelligent tire sensors are miniature sensing devices integrated inside the tire or at the valve stem; intelligent tire sensors are installed on each tire of the vehicle.

[0032] In this embodiment, the intelligent tire sensor, through a combination of built-in sensing elements and algorithms, can accurately acquire the vertical load of the tire (i.e., the pressure perpendicular to the ground exerted by the tire). For example, relying on built-in micro-strain gauges, pressure sensors, or accelerometers, it captures the deformation, internal pressure changes, or vibration signals of the tire when it contacts the ground. Combined with tire factory calibration data, such as tire stiffness and contact area parameters, the physical signals are converted into a quantitative vertical load. The vertical load refers to the force perpendicular to the ground exerted by the tire, which is the pressure transmitted from the vehicle's weight and additional loads through the axle to the tire. This application uses an intelligent tire sensor to acquire the vertical load of the vehicle's tires. The intelligent tire sensor directly captures the tire's vertical load, replacing traditional indirect sensors, and can accurately identify pre-leapfrog and instantaneous states.

[0033] In this embodiment, the variation of the vertical load can be determined based on the magnitude, direction, and frequency of the vertical load variation within a preset time period. The preset time period can be set and modified according to actual needs; for example, the preset time period can be 100ms–500ms. The variation of the vertical load can include a decreasing trend, an alternating trend, an increasing trend, a stable trend, etc.

[0034] S202: Determine the vehicle's driving status based on changes in vertical load and driving data.

[0035] In this application, the vehicle's driving state can include various tire-off driving states. This application uses common driving states as examples to describe in detail the triggering conditions for different driving states and the control strategies for different driving states. Common tire-off driving states include: high-speed cornering driving state, emergency avoidance driving state, and uneven road surface driving state. High-speed cornering driving state indicates that the vehicle is traveling along a curve at a high speed, and centrifugal force can easily cause a decrease in the vertical load of one tire, resulting in tire lift-off. Emergency avoidance driving state indicates that when the vehicle is quickly avoiding a turn, the sudden change in lateral force causes a rapid transfer of the vertical load of the tire, resulting in tire lift-off. Uneven road surface driving state indicates that when the vehicle passes over bumpy or raised road surfaces, the vertical impact force may directly cause the tire to lift off the ground instantaneously, resulting in tire lift-off.

[0036] Furthermore, this application can further divide the driving stages into multiple stages with different levels of tire lift-off risk, such as the lift-off warning stage, the lift-off critical stage, and the tire lift-off stage.

[0037] S203: Determine the corresponding actuator and its control parameters based on the driving status.

[0038] In this embodiment, the actuators corresponding to different driving states are not entirely the same. In this embodiment, the actuators and their corresponding control parameters for different driving states can be pre-determined experimentally. Driving states, driving stages, vertical loads, changes in vertical loads, and driving data can be stored in a control parameter table with a corresponding relationship to the control parameters of the actuators. Alternatively, control parameter tables corresponding to different driving states can be constructed. The corresponding actuators and their control parameters can be determined by looking up the table based on driving states, vertical loads, etc.

[0039] In this embodiment of the application, after determining the corresponding actuator and its control parameters based on the driving state, the control parameters of the actuator are sent to the corresponding control unit so that the control unit sends a control command to the actuator based on the control parameters and controls the actuator to perform the corresponding operation.

[0040] The method provided in this embodiment directly acquires the vertical load of the vehicle tires and captures changes in the vertical load through intelligent tire sensors, overcoming the limitations of conventional sensors that suffer from signal distortion when the tires are off the ground. It can quickly capture ground-lift characteristics such as sudden drops in vertical load, even approaching zero, accurately identifying tire lift-off and vehicle imbalance states in scenarios such as high-speed cornering and emergency avoidance, avoiding the recognition lag problem of traditional systems, and providing reliable data support for subsequent control. By combining changes in vertical load with driving data to determine the driving state, corresponding actuators can be matched for different driving states, and the corresponding control parameters of the actuators can be determined to quickly push the off-ground tires back to ground, suppressing risks such as vehicle roll and pitch.

[0041] By determining the corresponding actuator and its control parameters based on the driving status, precise actuator control can be achieved, ensuring driving safety under extreme conditions.

[0042] This embodiment takes common driving states with tires off the ground (high-speed curve driving state, emergency avoidance driving state, uneven road surface driving state) as examples to explain the triggering conditions of different driving states.

[0043] In one optional implementation, S202 determines the vehicle's driving state based on changes in vertical load and driving data, including: S2021: When the vertical load is decreasing and the vehicle speed, steering wheel angle, and lateral acceleration in the driving data meet the first preset condition, the vehicle's driving state is determined to be a high-speed curve driving state.

[0044] In this embodiment of the application, if the vertical load of at least one tire is in a decreasing trend and the vehicle speed, steering wheel angle, and lateral acceleration in the driving data meet the first preset condition, the driving state of the vehicle is determined to be a high-speed curve driving state.

[0045] In this embodiment, if the value of the vertical load is lower than the value of the previous moment for a continuous preset time period, and the cumulative decrease exceeds a preset threshold, the change in the vertical load is determined to be a downward trend. In this embodiment, the preset time period can be set and modified according to actual needs, and is not limited here.

[0046] In this embodiment, the first preset condition can be determined based on vehicle speed, steering wheel angle, and lateral acceleration. As an example, the first preset condition can specifically be that the vehicle speed is greater than a first vehicle speed threshold, the steering wheel angle is greater than a first steering wheel angle threshold, and the lateral acceleration is greater than a first lateral acceleration threshold. The first vehicle speed threshold, the first steering wheel angle threshold, and the first lateral acceleration threshold can be set and modified according to actual needs, and are not limited here.

[0047] If this application further divides the driving process into multiple stages with varying degrees of tire ground clearance risk, when the vehicle is traveling at high speed on a curve, the driving stage can be determined based on the vertical load, and control can be applied according to the control parameters corresponding to each individual driving stage. However, when the vehicle is in an emergency avoidance maneuver, considering that the vehicle's driving state poses a serious threat to the safety of the occupants, the control parameters corresponding to each individual driving stage are no longer executed step by step. Instead, control is applied jointly based on the control parameters corresponding to multiple driving stages with varying degrees of tire ground clearance risk.

[0048] Considering that when the vehicle is driving on uneven roads, the high-frequency vibration of the suspension and the vertical bounce of the tires are in frequent and small dynamic changes, the step-by-step control of the risk of tires leaving the ground is no longer considered when the vehicle is driving on uneven roads.

[0049] As an example, when driving in multiple stages with varying degrees of tire ground clearance risk, including three stages with different degrees of tire ground clearance risk (ground clearance warning stage, ground clearance critical stage, and tire ground clearance stage), three vertical load ranges can be defined. For example, the vertical load range corresponding to the ground clearance warning stage (first vertical load range) could be [10%, 30%), the vertical load range corresponding to the ground clearance critical stage (second vertical load range) could be [1%, 10%), and the vertical load range corresponding to the tire ground clearance stage (third vertical load range) could be [0, 1%), close to 0.

[0050] When a vehicle is traveling at high speed on a curve, the vertical load is compared with multiple vertical load ranges to determine the vertical load range to which the vertical load belongs. The driving stage corresponding to the vertical load range to which the vertical load belongs is determined as the driving stage of the vehicle.

[0051] S2022: When the vertical load is decreasing and the vehicle speed, brake pedal travel, yaw rate, steering wheel angle, and steering wheel angular velocity in the driving data meet the second preset condition, the vehicle's driving state is determined to be an emergency avoidance driving state.

[0052] In this embodiment of the application, if the vertical load of at least one tire is in a decreasing trend and the vehicle speed, brake pedal travel, yaw rate, steering wheel angle, and steering wheel angular velocity in the driving data meet the second preset condition, the vehicle's driving state is determined to be an emergency avoidance driving state.

[0053] Specifically, when the vertical load is detected to be within the vertical load range corresponding to the ground clearance warning stage (the first vertical load range), the ground clearance warning is triggered. The control parameters of multiple driving stages with different tire ground clearance risk levels are simultaneously sent to the corresponding control unit. Control is then performed synchronously according to the control parameters of different driving stages, instead of executing the control parameters of different driving stages step by step.

[0054] In this embodiment, the second preset condition can be determined based on vehicle speed, brake pedal travel, yaw rate, steering wheel angle, and steering wheel angular velocity. As an example, the second preset condition could specifically be a vehicle speed greater than a second vehicle speed threshold, brake pedal travel greater than a first travel threshold, yaw rate greater than a first yaw rate threshold, and steering wheel angle greater than a second steering wheel angle threshold and steering wheel angular velocity greater than a first steering wheel angular velocity threshold. The second vehicle speed threshold, first travel threshold, first yaw rate threshold, second steering wheel angle threshold, and first steering wheel angular velocity threshold can be set and modified according to actual needs, and are not limited here.

[0055] S2023: When the vertical load is in an alternating trend and the vehicle speed and vertical acceleration in the driving data meet the third preset condition, the vehicle's driving state is determined to be an uneven road surface driving state.

[0056] In this embodiment of the application, when the vertical load of all tires is in an alternating trend, the rate of change of the alternating trend of all tires is greater than a preset rate of change, and the vehicle speed and vertical acceleration in the driving data meet the third preset condition, the driving state of the vehicle is determined to be an uneven road surface driving state.

[0057] As an example, the preset change rate could be 50%. Within a continuous preset time period, the vertical load value completes at least a preset number of "rise-fall" or "fall-rise" cycles, and in each cycle, the magnitude of the rise and fall is not less than a preset proportion of the tire's static vertical load, such as 10%, thus confirming that the vertical load is in an alternating change trend. The change rate of the alternating change trend = (absolute value of the rise magnitude in all cycles + absolute value of the fall magnitude in all cycles) / (tire static vertical load × number of cycles) × 100%.

[0058] In this embodiment, the third preset condition can be determined based on vehicle speed and vertical acceleration. As an example, the third preset condition can specifically be that the vehicle speed is greater than a third vehicle speed threshold and the vertical acceleration is greater than a first vertical acceleration threshold. The third vehicle speed threshold and the first vertical acceleration threshold can be set and modified according to actual needs, and are not limited here.

[0059] The method provided in this embodiment accurately classifies various core extreme driving states, such as high-speed curves, emergency avoidance, and uneven road surfaces, by combining vertical load variation trends with driving data. Different states correspond to different operating conditions and risk points. This classification method avoids the shortcomings of using a uniform control logic in traditional control systems, achieving refined identification of driving states. This provides a clear direction for subsequent targeted adjustments, ensuring that the control strategy is highly adapted to actual operating conditions and improving the accuracy and effectiveness of control in extreme scenarios.

[0060] When this application divides the driving stages into multiple driving stages with different levels of tire ground clearance risk, the control parameters corresponding to different driving stages are also determined by looking up tables. Taking the multiple driving stages with different levels of tire ground clearance risk as ground clearance warning stage, ground clearance critical stage, and tire ground clearance stage as examples, the correspondence between the triggering conditions, actuators, and control units corresponding to different driving states and driving stages is shown in Table 1 below.

[0061] Table 1 Correspondence Table

[0062] Among them, the minimum value in the first vertical load range is greater than the maximum value in the second vertical load range, and the minimum value in the second vertical load range is greater than the maximum value in the third vertical load range.

[0063] In one optional implementation, after determining that the vehicle's driving state is a high-speed curve driving state, which includes multiple driving stages with different levels of tire ground clearance risk, the vehicle control method further includes: Sa1: Obtain the division of multiple vertical load ranges.

[0064] In this embodiment, different vertical load ranges correspond to different driving stages. The greater the risk of tires leaving the ground, the smaller the corresponding vertical load value.

[0065] As an example, when driving on a high-speed curve, there are three driving stages with different levels of tire lift-off risk (lift-off warning stage, lift-off threshold stage, and tire lift-off stage), which can be divided into three vertical load ranges. For example, the vertical load range corresponding to the lift-off warning stage (first vertical load range) could be [10%, 30%), the vertical load range corresponding to the lift-off threshold stage (second vertical load range) could be [1%, 10%), and the vertical load range corresponding to the tire lift-off stage (third vertical load range) could be [0, 1%), close to 0.

[0066] Sa2: Determines the range of vertical loads to which the vertical load belongs.

[0067] In this embodiment of the application, the vertical load is compared with multiple vertical load ranges to determine the vertical load range to which the vertical load belongs.

[0068] Sa3: Determines the driving stage of the vehicle corresponding to its vertical load range.

[0069] In this embodiment of the application, the driving stage includes: a ground clearance warning stage, a ground clearance critical stage, and a tire ground clearance stage. The minimum value of the vertical load range corresponding to the ground clearance warning stage is greater than the maximum value of the vertical load range corresponding to the ground clearance critical stage, and the minimum value of the vertical load range corresponding to the ground clearance critical stage is greater than the maximum value of the vertical load range corresponding to the tire ground clearance stage.

[0070] In this embodiment of the application, the driving stage corresponding to the vertical load range to which the vehicle belongs can be determined as the driving stage of the vehicle.

[0071] The method provided in this embodiment further refines the high-speed cornering situation into three stages: ground clearance warning, critical ground clearance, and tire ground clearance, and clearly defines the stage boundaries through the vertical load range. This stepped stage division can accurately capture the dynamic evolution of tire ground clearance, achieving full-process coverage of early warning, critical intervention, and ground clearance recovery. Compared with the traditional system's passive response mode after an anomaly occurs, this approach can pre-plan control strategies according to the risk level of different stages, avoiding control lag and buying valuable time for the tire to quickly regain ground and suppress vehicle imbalance, significantly improving driving stability in high-speed cornering scenarios.

[0072] This embodiment takes common driving states with tires off the ground (high-speed curve driving state, emergency avoidance driving state, uneven road surface driving state) as examples to explain the actuators and control parameters under different driving states.

[0073] In one optional implementation, when the vehicle is traveling at high speed and on a curve, S203 determines the corresponding actuator and its control parameters based on the driving state, including: The corresponding actuator and its control parameters are determined based on the vehicle's current stage of operation.

[0074] In this embodiment, the actuators differ for different driving stages. The control parameters of the actuators during high-speed cornering are determined based on the vertical load, vehicle speed, steering wheel angle, and lateral acceleration.

[0075] In this embodiment of the application, when the vehicle is in the ground clearance warning stage, the corresponding actuator includes an air spring and a shock absorber, and the control parameters include a first control parameter for the air spring and a control parameter for the shock absorber.

[0076] In this embodiment of the application, when the vehicle is at the critical stage of ground clearance, the corresponding actuator includes: a tire drive system, and the control parameters include: control parameters of the tire drive system.

[0077] In this embodiment of the application, when the vehicle is in the tire-off stage, the corresponding actuator includes an air spring and a tire braking system, and the control parameters include: a second control parameter of the air spring and a control parameter of the tire braking system.

[0078] The method provided in this embodiment matches differentiated actuators and control parameters based on different driving stages in high-speed cornering, achieving precise linkage between stages, mechanisms, and parameters. In the ground clearance warning stage, the suspension state is adjusted in advance by air springs and shock absorbers to suppress body roll and load transfer at the source. In the critical ground clearance stage, the drive system intervenes to optimize load distribution, delaying or preventing tires from leaving the ground. In the tire ground clearance stage, the air springs and braking system work together to quickly pull the tires back to ground. This phased, precise control mode ensures timely control while avoiding secondary risks caused by excessive intervention, maximizing handling safety in high-speed cornering.

[0079] like Figure 3 As shown, this application can acquire vertical load and driving data through the monitoring unit. The acquired vertical load and driving data are sent to the decision electronic control unit through the vehicle controller local area network. The decision electronic control unit sends the control parameters to the corresponding control unit through the vehicle controller local area network.

[0080] This application can acquire vertical load through an intelligent tire monitoring unit (intelligent tire sensor), vehicle speed through a vehicle speed signal unit, steering wheel angle through a steering wheel unit, and lateral acceleration G value through a gyroscope unit. All the collected vertical load, vehicle speed, steering wheel angle, and lateral acceleration data are synchronously transmitted to the decision electronic control unit via the vehicle controller local area network. The decision electronic control unit identifies the driver's operating intention based on the collected data and the vertical load within a preset time period, such as monitoring whether the vehicle speed is high-speed and whether there is steering wheel angle input, while simultaneously monitoring the lateral acceleration G value. It performs multi-signal fusion to determine whether the vehicle is in a high-speed curve and the specific driving stage. Then, based on the vertical load, vehicle speed, steering wheel angle, and lateral acceleration, it obtains specific control parameters by looking up a table (taking a high-speed right turn as an example) and determines the corresponding driving stage by judging the current vertical load range of the tire. Ground clearance warning phase (vertical load within the first vertical load range): When the intelligent tire sensor detects that the tire's vertical load has decreased to within the first vertical load range, it sends control parameters to the corresponding control unit. The control unit specifically includes an air spring control unit and a shock absorber control unit. The actuators corresponding to the air spring control unit include the left front air spring, right front air spring, left rear air spring, and right rear air spring. The actuators corresponding to the shock absorber control unit include the left front shock absorber, left rear shock absorber, right front shock absorber, and right rear shock absorber.

[0081] Taking a high-speed right turn as an example, the air spring control unit obtains the first control parameter and increases the stiffness of the left front air spring, right front air spring, left rear air spring, and right rear air spring. At the same time, the shock absorber control unit obtains the control parameter and increases the compression damping force of the left front shock absorber and left rear shock absorber, while decreasing the tension damping force of the right front shock absorber and right rear shock absorber. These control strategies can increase the vertical support stiffness of the left suspension, reduce vehicle load transfer, reduce the body roll angle, and at the same time reduce the right tire lift speed to ensure the tire's continuous grip.

[0082] Critical lift-off stage (vertical load within the second vertical load range): When the intelligent tire sensor detects that the tire vertical load has decreased to the second vertical load range, it sends the control parameters to the corresponding control unit. The control unit specifically includes the tire drive system control unit, and the actuators corresponding to the tire drive system control unit include the right front wheel drive system, the right rear wheel drive system, the left front wheel drive system, and the left rear wheel drive system.

[0083] Taking a high-speed right turn as an example, the tire drive system control unit obtains the control parameters and triggers torque vector control to reduce the driving force on the right front wheel drive system and the right rear wheel drive system. These control strategies can reduce the possibility of wheel slippage under low load and ensure driving stability.

[0084] When the tire is off the ground (vertical load is within the third vertical load range): the intelligent tire sensor detects that the tire vertical load is within the third vertical load range. When it is near 0, the control parameters are sent to the corresponding control unit. The control unit specifically includes the air spring control unit and the tire braking system control unit. The actuators corresponding to the tire braking system control unit include the left front wheel braking system, the left rear wheel braking system, the right front wheel braking system, and the right rear wheel braking system.

[0085] Taking a high-speed right turn as an example, the air spring control unit obtains the second control parameter and activates the rapid deflation function, lowering the suspension height to the lowest position by lowering the left front air spring, right front air spring, left rear air spring, and right rear air spring. At the same time, the tire braking system control unit obtains the control parameter and applies braking force to the high-traction left front wheel braking system and left rear wheel braking system, causing the vehicle to generate a reverse yaw moment. These control strategies can reduce the vehicle body angle, maintain wheel ground pressure, correct the driving trajectory, and further ensure driving stability.

[0086] In one optional implementation, when the vehicle is in an emergency avoidance driving state, S203 determines the corresponding actuator and its control parameters based on the driving state, including: All actuators corresponding to the high-speed curve driving state are identified as actuators corresponding to the emergency avoidance driving state.

[0087] The control parameters of the actuators in emergency avoidance driving conditions are determined based on vertical load, vehicle speed, brake pedal travel, yaw rate, steering wheel angle, and steering wheel angular velocity.

[0088] This application can acquire vertical load through an intelligent tire monitoring unit, brake pedal travel through a brake pedal unit, yaw rate through a gyroscope unit, steering wheel angle and angular velocity through a steering wheel unit, and vehicle speed through a vehicle speed signal unit. Based on the above driving data, it identifies the driver's operating intention, such as monitoring vehicle speed to determine if the vehicle is traveling at high speed. Simultaneously, it monitors the steering wheel angle and angular velocity of the steering wheel unit, the yaw rate of the gyroscope, and the brake pedal travel, and performs multi-signal fusion to determine if the vehicle is in a high-speed emergency avoidance situation, accompanied by a complex condition of sudden braking and steering. Through a calibration strategy pre-stored in the decision electronic control unit, it determines whether the triggering conditions for the emergency avoidance driving state are met. When the triggering conditions for the emergency avoidance driving state are met, it obtains specific control parameters by looking up a table (taking an emergency right lane change as an example). The intelligent tire monitoring unit then determines the current tire vertical load status. By integrating multiple signals, it is determined that a high-speed extreme avoidance operation is currently underway, and the vertical load on the tires decreases, triggering the ground clearance warning function. At this time, the vehicle's driving status poses a serious threat to the safety of the driver and passengers. Therefore, the control parameters for the ground clearance warning stage, the ground clearance critical stage, and the tire ground clearance stage need to be activated simultaneously and sent to the corresponding control unit.

[0089] Taking an emergency right turn as an example, the air spring control unit receives control parameters and increases the stiffness of the left front air spring, right front air spring, left rear air spring, and right rear air spring, while simultaneously activating the rapid deflation function to lower the suspension height to its lowest position. At the same time, the shock absorber control unit receives control parameters and increases the compression damping force of the left front and left rear shock absorbers while decreasing the tension damping force of the right front and right rear shock absorbers. Simultaneously, the tire drive system control unit receives control parameters and triggers torque vector control to reduce the driving force on the right front and right rear wheel drive systems. Finally, the tire braking system control unit receives control parameters and applies braking force to the high-traction left front and left rear wheel braking systems. These control strategies increase the vertical support stiffness of the left suspension, reduce vehicle load transfer, reduce body roll angle, maintain wheel contact pressure, reduce the right tire lift speed, reduce the possibility of wheel slippage under low load, apply braking to generate a reverse yaw moment, and ultimately ensure continuous tire contact, guaranteeing driving safety and stability.

[0090] The method provided in this embodiment addresses the complex load characteristics of emergency avoidance scenarios (superimposed braking and steering, and a sudden increase in lateral acceleration). It integrates all actuators corresponding to high-speed curves to form a multi-dimensional collaborative control system. Simultaneously, it incorporates specific parameters such as brake pedal travel and yaw rate into the control parameters, ensuring that the parameter calculations closely match the complex force state of emergency avoidance. This design overcomes the limitations of traditional systems that rely on single-mechanism control. Through the coordinated efforts of the suspension, drive, and braking systems, it can quickly offset the vehicle imbalance caused by complex loads, effectively suppress the risk of tire liftoff, shorten trajectory deviation, and significantly improve driving safety in high-risk emergency avoidance scenarios.

[0091] In one optional implementation, when the vehicle is traveling on an uneven road surface, S203 determines the corresponding actuator and its control parameters based on the driving state, including: The air spring control unit and the shock absorber control unit are identified as the actuators corresponding to the driving state on uneven roads.

[0092] The control parameters of the actuator under uneven road surface driving conditions are determined based on vertical load, vehicle speed, and vertical acceleration.

[0093] This application can acquire vertical load through an intelligent tire monitoring unit, vehicle speed through a vehicle speed signal unit, and vertical acceleration through a gyroscope unit. Based on the above data, it identifies the driver's operating intentions, such as monitoring whether the vehicle speed is continuously traveling at medium to high speeds. Simultaneously, it monitors the vertical acceleration G value of the gyroscope to identify the uneven road surface level. It performs multi-signal fusion to determine whether the vehicle is continuously traveling at medium to high speeds on uneven roads. Through a calibration strategy pre-stored in the decision electronic control unit, it determines whether the triggering conditions for uneven road surface driving state are met. When the triggering conditions for uneven road surface driving state are met, it obtains specific control parameters by looking up a table. The intelligent tire monitoring unit then determines the vertical load state of each tire. By fusing multiple signals, it is determined that the vehicle is traveling at medium to high speeds on an uneven road surface. Since the road surface is irregular, the intelligent tire sensors identify that the vertical load on each tire is changing in an alternating manner, and then send control parameters to the corresponding control units. These control units specifically include air spring control units and shock absorber control units. The air spring control unit receives the control parameters and reduces the stiffness of the left front, right front, left rear, and right rear air springs. Simultaneously, the shock absorber control unit receives the control parameters and increases the compressive damping force and decreases the tensile damping force of the left front, right front, left rear, and right rear shock absorbers. These control strategies optimize the suspension travel to match the road surface undulations, ensuring continuous tire grip and improving ride comfort.

[0094] The method provided in this embodiment addresses the core characteristic of alternating vertical load fluctuations on uneven road surfaces. It focuses on two core actuators: air springs and shock absorbers, precisely matching key parameters such as vertical load, vehicle speed, and vertical acceleration to calculate control parameters. This design can specifically optimize suspension travel and damping characteristics, enabling the suspension to quickly adapt to road undulations, effectively suppressing excessive tire bounce and avoiding ground clearance issues caused by insufficient suspension travel. Simultaneously, precise damping and stiffness adjustments reduce the impact of road bumps on vehicle posture, balancing driving stability and ride comfort, and solving the problem of traditional systems easily bouncing off the ground or making hard contact on uneven roads.

[0095] The method provided in this embodiment achieves a closed-loop control process of data acquisition, status recognition, parameter calculation, and command execution by sending control parameters to the corresponding control unit. This ensures that control parameters can be quickly and accurately converted into actual operations of the actuators, avoiding control failures caused by parameter transmission delays or command distortion. Compared to traditional open control modes, the closed-loop design guarantees the efficiency of control strategy implementation, ensuring timely response and correction of vehicle status under extreme conditions, further enhancing the reliability and stability of control, and providing end-to-end protection for driving safety.

[0096] By monitoring driving data, vertical load, and changes in vertical load, the system determines whether the vehicle is in a high-speed curve or in an emergency avoidance situation. The monitoring signals are then fed back to the decision electronic control unit (ECU). The ECU determines the vehicle's driving status and sends decision signals (corresponding to control parameters) to the suspension actuators (which correspond to the control units for the control parameters). By adjusting the suspension stiffness, shock absorber damping, driving force of the wheel drive system, and braking force of the wheel braking system, the ECU controls the wheel's ground contact capability, ensuring constant wheel contact with the ground and improving driving safety and stability.

[0097] By monitoring driving data, vertical load, and changes in vertical load, it is determined whether the vehicle is driving on an uneven road surface. The monitoring signals are then fed back to the decision electronic control unit, which determines the vehicle's driving status and sends decision signals to the suspension actuators. By adjusting the suspension stiffness and shock absorber damping, the system controls the wheel's ground contact capability, ensuring that the wheels are always in contact with the ground and improving driving safety and stability.

[0098] This application adds intelligent tire sensors to the existing traditional passive control method, enabling millisecond-level monitoring of tire driving status and achieving graded control of tire liftoff: In the liftoff warning stage, suspension stiffness and damping are adjusted in advance to reduce lateral load transfer. In the critical liftoff stage, the torque vector control system is triggered to reduce driving force on wheels with low traction. During tire liftoff, the air suspension's rapid inflation / deflation function is activated to maintain wheel contact pressure. Compared with traditional passive control methods, this application can achieve graded active control before, during, and after tire liftoff, with fast response and precise control, significantly improving safety and stability during extreme driving.

[0099] This embodiment also provides a vehicle control device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0100] This embodiment provides a vehicle control device, such as... Figure 4 As shown, it includes: The first processing module 401 is used to acquire vehicle driving data during vehicle operation and to acquire the vertical load of the vehicle tires through intelligent tire sensors to determine the changes in the vertical load.

[0101] The second processing module 402 is used to determine the vehicle's driving status based on the changes in vertical load and driving data.

[0102] The third processing module 403 is used to determine the corresponding actuator and the control parameters of the actuator based on the driving status.

[0103] In some alternative implementations, the second processing module 402 includes: The first processing unit is used to determine that the vehicle's driving state is a high-speed curve driving state when the vertical load is in a downward trend and the vehicle speed, steering wheel angle, and lateral acceleration in the driving data meet the first preset conditions.

[0104] The second processing unit is used to determine the vehicle's driving state as an emergency avoidance driving state when the vertical load is in a downward trend and the vehicle speed, brake pedal travel, yaw rate, steering wheel angle, and steering wheel angular velocity in the driving data meet the second preset conditions.

[0105] The third processing unit is used to determine the vehicle's driving state as uneven road surface driving state when the vertical load is in an alternating trend and the vehicle speed and vertical acceleration in the driving data meet the third preset condition.

[0106] In some optional implementations, the high-speed cornering driving state includes multiple driving stages with different levels of tire ground clearance risk. After determining that the vehicle's driving state is a high-speed cornering driving state, the first processing unit is also used to obtain multiple defined vertical load ranges. Different vertical load ranges correspond to different driving stages.

[0107] Determine the range of vertical loads to which the vertical load belongs.

[0108] Determine the vehicle's current driving stage within its assigned vertical load range. These driving stages include: ground clearance warning stage, ground clearance critical stage, and tire liftoff stage. The minimum vertical load value within the ground clearance warning stage is greater than the maximum vertical load value within the ground clearance critical stage, and vice versa.

[0109] In some optional embodiments, the third processing module 403 includes a high-speed cornering unit, used to determine the corresponding actuator and its control parameters based on the vehicle's current driving stage when the vehicle is in a high-speed cornering state. Different actuators correspond to different driving stages. The control parameters of the actuator in the high-speed cornering state are determined based on the vertical load, vehicle speed, steering wheel angle, and lateral acceleration.

[0110] When the vehicle is in the ground clearance warning stage, the corresponding actuators include an air spring and a shock absorber, and the control parameters include the first control parameter of the air spring and the control parameter of the shock absorber.

[0111] When the vehicle is at the critical stage of ground clearance, the corresponding actuators include the tire drive system, and the control parameters include the control parameters of the tire drive system.

[0112] When the vehicle is in the tire-off phase, the corresponding actuators include air springs and tire braking systems, and the control parameters include: the second control parameters of the air springs and the control parameters of the tire braking system.

[0113] In some optional embodiments, the third processing module 403 further includes an emergency avoidance unit, used to identify all actuators corresponding to the high-speed curve driving state as actuators corresponding to the emergency avoidance driving state when the vehicle is in an emergency avoidance driving state.

[0114] The control parameters of the actuators in emergency avoidance driving conditions are determined based on vertical load, vehicle speed, brake pedal travel, yaw rate, steering wheel angle, and steering wheel angular velocity.

[0115] In some optional embodiments, the third processing module 403 further includes an uneven road surface unit, used to identify the air spring and shock absorber as the actuators corresponding to the uneven road surface driving state when the vehicle is in an uneven road surface driving state.

[0116] The control parameters of the actuator under uneven road surface driving conditions are determined based on vertical load, vehicle speed, and vertical acceleration.

[0117] In some optional embodiments, the vehicle control module further includes: a fourth processing module, which, after determining the corresponding actuator and its control parameters based on the driving state, sends the control parameters of the actuator to the corresponding control unit, so that the control unit sends a control command to the actuator based on the control parameters, and controls the actuator to perform the corresponding operation.

[0118] The vehicle control device provided in this application can execute the vehicle control method provided in any embodiment of this application, and has the corresponding functional modules and beneficial effects for executing the method. Further functional descriptions of the various modules and units described above are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0119] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0120] The following is a detailed reference. Figure 5 The diagram illustrates a structural schematic suitable for implementing the electronic device described in the embodiments of this application. The electronic device may include a processor (e.g., a central processing unit, graphics processor, etc.) 501, which can perform various appropriate actions and processes according to a program stored in read-only memory (ROM) 502 or a program loaded from memory 508 into random access memory (RAM) 503. The RAM 503 also stores various programs and data required for the operation of the electronic device. The processor 501, ROM 502, and RAM 503 are interconnected via a bus 504. An input / output (I / O) interface 505 is also connected to the bus 504.

[0121] Typically, the following devices can be connected to I / O interface 505: input devices 506 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 507 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; memory devices 508 including, for example, magnetic tapes, hard disks, etc.; and communication devices 509. Communication device 509 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although... Figure 5Electronic devices with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown, and more or fewer devices may be implemented or have instead.

[0122] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device 509, or installed from a memory 508, or installed from a ROM 502. When the computer program is executed by the processor 501, it performs the functions defined in the vehicle control method of embodiments of this application.

[0123] Figure 5 The electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0124] This application also provides a vehicle that includes the vehicle control device or electronic device described above, so that the vehicle can implement the vehicle control method of the example described above.

[0125] This application also provides a computer-readable storage medium. The methods described in this application can be implemented in hardware or firmware, or implemented as recordable on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and subsequently stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc. Further, the storage medium may also include combinations of the above types of memory. It is understood that computers, processors, microprocessors, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the vehicle control method shown in the above embodiments is implemented.

[0126] A portion of this application can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to this application through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0127] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and all such modifications and variations fall within the scope defined by the appended claims.

Claims

1. A vehicle control method, characterized in that, The method includes: During vehicle operation, the vehicle's driving data is acquired, and the vertical load of the vehicle's tires is acquired through intelligent tire sensors to determine the changes in the vertical load. The driving status of the vehicle is determined based on the changes in the vertical load and the driving data; The corresponding actuator and its control parameters are determined based on the driving state.

2. The method according to claim 1, characterized in that, Determining the vehicle's driving state based on the changes in the vertical load and the driving data includes: When the vertical load is in a decreasing trend and the vehicle speed, steering wheel angle, and lateral acceleration in the driving data meet the first preset condition, the driving state of the vehicle is determined to be a high-speed curve driving state. When the vertical load is in a decreasing trend and the vehicle speed, brake pedal travel, yaw rate, steering wheel angle, and steering wheel angular velocity in the driving data meet the second preset condition, the driving state of the vehicle is determined to be an emergency avoidance driving state. When the vertical load is in an alternating trend and the vehicle speed and vertical acceleration in the driving data meet the third preset condition, the driving state of the vehicle is determined to be an uneven road surface driving state.

3. The method according to claim 2, characterized in that, Since the high-speed curve driving state includes multiple driving stages with varying degrees of tire ground clearance risk, after determining that the vehicle's driving state is a high-speed curve driving state, the method further includes: Obtain multiple vertical load ranges; different vertical load ranges correspond to different driving stages; Determine the range of vertical loads to which the vertical load belongs; The vehicle is determined to be in a driving stage corresponding to its vertical load range; wherein the driving stage includes: a ground clearance warning stage, a ground clearance critical stage, and a tire ground clearance stage, wherein the minimum value in the vertical load range corresponding to the ground clearance warning stage is greater than the maximum value in the vertical load range corresponding to the ground clearance critical stage, and the minimum value in the vertical load range corresponding to the ground clearance critical stage is greater than the maximum value in the vertical load range corresponding to the tire ground clearance stage.

4. The method according to claim 3, characterized in that, When the vehicle is traveling at high speed and on a curve, determining the corresponding actuator and its control parameters based on the driving state includes: The corresponding actuator and its control parameters are determined according to the vehicle's driving stage; different actuators correspond to different driving stages; the control parameters of the actuator in the high-speed curve driving state are determined based on the vertical load, the vehicle speed, the steering wheel angle, and the lateral acceleration; When the vehicle is in the ground clearance warning stage, the corresponding actuators include an air spring and a shock absorber, and the control parameters include a first control parameter for the air spring and a control parameter for the shock absorber. When the vehicle is in the critical stage of ground clearance, the corresponding actuator includes: a tire drive system, and the control parameters include: control parameters of the tire drive system; When the vehicle is in the tire-off phase, the corresponding actuators include an air spring and a tire braking system, and the control parameters include: a second control parameter for the air spring and a control parameter for the tire braking system.

5. The method according to claim 4, characterized in that, When the vehicle is in an emergency avoidance driving state, determining the corresponding actuator and the control parameters of the actuator based on the driving state includes: All actuators corresponding to the high-speed curve driving state are identified as actuators corresponding to the emergency avoidance driving state. The control parameters of the actuator in the emergency avoidance driving state are determined based on the vertical load, the vehicle speed, the brake pedal travel, the yaw rate, the steering wheel angle, and the steering wheel angular velocity.

6. The method according to claim 2, characterized in that, When the vehicle is traveling on an uneven road surface, determining the corresponding actuator and its control parameters based on the driving state includes: Air springs and shock absorbers are identified as the actuators corresponding to the driving state on the uneven road surface. The control parameters of the actuator under the uneven road surface driving state are determined based on the vertical load, the vehicle speed, and the vertical acceleration.

7. The method according to claim 1, characterized in that, After determining the corresponding actuator and its control parameters based on the driving state, the method further includes: The control parameters of the actuator are sent to the corresponding control unit, so that the control unit sends a control command to the actuator according to the control parameters, and controls the actuator to perform the corresponding operation.

8. A vehicle control device, characterized in that, The device includes: The first processing module is used to acquire the vehicle's driving data during vehicle operation, and to acquire the vertical load of the vehicle's tires through intelligent tire sensors, and to determine the changes in the vertical load. The second processing module is used to determine the driving status of the vehicle based on the changes in the vertical load and the driving data; The third processing module is used to determine the corresponding actuator and the control parameters of the actuator based on the driving state.

9. An electronic device, characterized in that, include: A memory and a processor are communicatively connected, the memory storing computer instructions, and the processor executing the computer instructions to perform the vehicle control method of any one of claims 1 to 7.

10. A vehicle, characterized in that, Includes the apparatus as described in claim 8 or the electronic device as described in claim 9, to enable the vehicle to perform the method of any one of claims 1 to 7.

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