Vehicle control method and vehicle

Abstract

The application relates to the technical field of intelligent driving, in particular to a vehicle control method and a vehicle, which are used to solve the technical problem that the driver loses the perception of steering and the judgment of the driver is affected because the damping is adjusted to completely suppress the roll of the vehicle during steering at present. The method comprises the following steps: obtaining a driving parameter during the steering driving of a vehicle; determining a target roll angle of the vehicle according to the driving parameter; matching the target roll angle with an axle to determine an axle roll angle; determining an axle damping adjustment amount according to the axle roll angle through damping distribution processing; and controlling the axle to perform damping control according to the axle damping adjustment amount. The target roll angle is a roll angle that can be perceived by the driver during steering, and the damping distribution during the steering driving is performed according to the target roll angle to offset part of the steering roll, so that the roll angle of the vehicle after offsetting is closer to the target roll angle, and the driver can accurately perceive the roll angle of the vehicle after offsetting and accurately judge the steering driving.

Description

Technical Field

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

[0002] Currently, when a vehicle is turning, the damping is generally adjusted directly to counteract the vehicle's body roll and ensure the comfort of the occupants.

[0003] However, the body roll that counteracts steering can cause the driver to lose their sense of steering, affecting their driving judgment and consequently impacting vehicle safety. Summary of the Invention

[0004] In view of this, the purpose of this application is to propose a vehicle control method and a vehicle that determines a target roll angle that the driver can perceive when steering based on driving parameters. When damping control is performed according to the target roll angle, it can offset part of the roll caused by steering, and at the same time, it can also allow the driver to accurately perceive the roll situation when steering, thereby improving the driver's judgment of steering.

[0005] To achieve the above objectives, this application provides a vehicle control method for acquiring driving parameters during vehicle steering.

[0006] The target roll angle of the vehicle is determined based on the driving parameters, wherein the target roll angle is the roll angle at which the driver can perceive the steering. Based on the target roll angle and the axle, the axle roll angle is determined; The axle damping adjustment amount is determined by damping distribution processing based on the axle roll angle, and the axle is controlled to perform damping control according to the axle damping adjustment amount.

[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 can accurately acquire the driving parameters corresponding to the vehicle's turning motion during the turning process. This allows for the accurate determination of the target roll angle that enables the driver to accurately perceive the turning situation. This target roll angle is precisely matched with the driving parameters, ensuring that it meets the requirements for steering roll perception corresponding to the current driving parameters. Furthermore, to accurately achieve the target roll angle requirement, the axle roll angles corresponding to each axle are determined based on the target roll angle. Then, accurate damping distribution is performed according to the axle roll angles to obtain the corresponding axle damping adjustment amount. Adjusting the damping of the axle according to its damping adjustment allows the axle to partially offset the body roll caused by steering, without completely offsetting it. Furthermore, the closer the offset body roll angle is to the target body roll angle, the better it satisfies both the driver's comfort needs and their need for accurate perception of steering roll. It also improves the driver's judgment of steering, enabling them to make timely and accurate corrections to vehicle control based on perceived steering conditions. This avoids dangerous situations caused by the inability to perceive steering roll and adjust vehicle control in a timely manner, thus improving driving safety. 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 logical schematic diagram of a vehicle control method according to an embodiment of this application; Figure 3 This is a structural block diagram of a vehicle control device according to an embodiment of this application; Figure 4 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: HUT: HeadUnit, host controller.

[0015] VCU: Vehicle Control Unit.

[0016] VMC: Vehicle Motion Control, chassis domain controller.

[0017] IMU: Inertial Measurement Unit.

[0018] PID stands for Proportional Integral Derivative.

[0019] In related technologies, when a vehicle is turning, the damping controller aims to minimize body roll by adjusting the damper damping or applying active force. However, in real-world driving scenarios, completely suppressing body roll can cause the driver to lose intuitive perception of the steering state. A moderate linear body roll should be a crucial feedback source for the driver to judge steering speed and safety boundaries. If the driver loses this perception, operational errors may occur, compromising vehicle safety.

[0020] However, directly removing the suppression of body roll during steering will cause the vehicle to roll significantly when steering, resulting in a noticeable body roll for the driver. This will reduce the driver's comfort and may also increase the risk of the vehicle rolling over due to body roll.

[0021] Therefore, how to ensure driver comfort while allowing the driver to accurately perceive changes in vehicle roll during steering, so that the driver can make accurate driving judgments based on the perceived roll, has become an urgent technical problem to be solved.

[0022] refer to Figure 1 This is a schematic diagram illustrating an application scenario of the vehicle control method provided in this application embodiment. The application scenario includes: a vehicle controller 101 and a damping controller 102; wherein, the vehicle controller 101 includes: a host controller (HUT), a vehicle control unit (VCU), or a chassis domain controller (VMC).

[0023] During vehicle steering, the vehicle controller 101 acquires the driving parameters corresponding to the steering and determines the target roll angle that allows the driver to accurately perceive the steering situation based on these parameters. Then, based on this target roll angle, it determines the roll angle for each axle and performs accurate damping distribution according to the axle roll angle, obtaining the corresponding axle damping adjustment amount. The vehicle controller 101 sends this axle damping adjustment amount to the damping controller 102, which then controls the axles to adjust their damping according to this amount. This allows the axles to counteract some of the roll caused by steering under the adjusted damping, and the resulting roll angle is closer to the target roll angle.

[0024] Based on the above, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0025] The vehicle control method proposed in the embodiments of this application is applied to a vehicle controller, which includes a host controller (HUT), a vehicle controller (VCU), or a chassis domain controller (VMC), preferably a chassis domain controller (VMC).

[0026] like Figure 2 As shown, the method includes: Step 201: Acquire driving parameters during the vehicle's turning and driving process.

[0027] In practice, the vehicle controller will detect the vehicle's driving status. If it detects that the vehicle is turning (for example, the turning angle is greater than the set turning angle threshold), it will obtain the vehicle's current driving parameters, which can characterize the vehicle's current driving status.

[0028] The driving parameters include at least one of the following: various inertial data (e.g., lateral acceleration) detected by the inertial measurement unit, steering wheel data (e.g., steering angle) detected by the steering wheel sensor, current vehicle speed detected by the vehicle speed sensor, and rear passenger information detected by the rear passenger detection sensor.

[0029] Step 202: Determine the target roll angle of the vehicle based on the driving parameters, wherein the target roll angle is the roll angle at which the driver can perceive the steering.

[0030] In practice, the vehicle controller can perform accurate driving state analysis based on the obtained driving parameters to determine a target roll angle that better matches the current driving state. This target roll angle represents the optimal roll angle that the driver can perceive when steering after offsetting part of the steering roll angle. Under the conditions corresponding to these driving parameters, the closer the overall roll angle control is to this target roll angle, the better it can satisfy both the driver's comfort needs and their need for accurate perception of steering roll.

[0031] For example, based on the roll angle (e.g., optimal roll angle) that the driver can perceive when steering according to various driving parameters, a corresponding multidimensional table can be set up, and the target roll angle corresponding to the driving parameters obtained above can be found through the multidimensional table.

[0032] Alternatively, the target roll angle can be accurately calculated based on driving parameters using a corresponding algorithm.

[0033] Step 203: Based on the target roll angle and the axle, determine the axle roll angle.

[0034] In practice, the axle can be two (e.g., two front axles on the left and right, or two rear axles on the left and right), or four (e.g., two front axles on the left and right and two rear axles on the left and right).

[0035] After obtaining the target roll angle, the vehicle controller accurately allocates the roll angles to each axle, ensuring that each axle's roll angle best matches the target roll angle. This allows control based on the axle roll angle to counteract some of the roll caused by steering.

[0036] Step 204: Determine the axle damping adjustment amount by performing damping distribution processing based on the axle roll angle, and control the axle to perform damping control according to the axle damping adjustment amount.

[0037] In practice, to ensure that the corresponding axle can be tilted according to its roll angle, the vehicle controller performs accurate damping distribution based on the axle roll angle and feedback of the vehicle's current roll angle. This yields an accurate axle damping adjustment. The vehicle controller then sends this axle damping adjustment to the corresponding damping controller, which adjusts its damping accordingly. This adjusted damping control counteracts some of the roll caused by steering, resulting in a roll angle closer to the target roll angle.

[0038] The above scheme enables accurate acquisition of vehicle steering parameters during cornering. Based on these parameters, a target roll angle can be precisely determined to allow the driver to accurately perceive the steering. This target roll angle is precisely matched to the driving parameters, ensuring it meets the required steering roll perception for the current driving parameters. To accurately achieve the target roll angle, the roll angles for each axle are determined based on this target roll angle. Then, accurate damping distribution is performed according to the axle roll angles to obtain the corresponding axle damping adjustment. This allows for precise adjustment of the damping for each axle. Adjusting the axle damping allows the axle to partially offset the body roll caused by steering, without completely offsetting it. The closer the offset body roll angle is to the target body roll angle, the better it satisfies both driver comfort and the need for accurate perception of steering roll. It also improves the driver's judgment of steering, enabling timely and accurate adjustments to vehicle control based on perceived steering conditions. This avoids dangerous situations caused by the inability to perceive steering roll and adjust vehicle control in a timely manner, thus improving driving safety.

[0039] In some embodiments, because different driving parameters require different roll perceptions from the driver, different driving parameters need to be matched with appropriate target roll angles so that when roll control is performed based on the target roll angle, the driver can accurately perceive the steering situation corresponding to the driving parameters while ensuring comfort.

[0040] To improve the accuracy of the match between the target roll angle and various driving parameters, the specific process of determining the target roll angle in step 202 includes: Step 2021: Determine the lateral acceleration from the driving parameters, and determine the acceleration coefficient based on the lateral acceleration.

[0041] In practice, the driving parameters include lateral acceleration fed back by an inertial measurement unit or a lateral acceleration sensor, so the lateral acceleration can be directly extracted from the driving parameters. This lateral acceleration represents the velocity change of the vehicle's lateral displacement.

[0042] Based on this lateral acceleration (e.g., The acceleration coefficient is obtained by comparing the acceleration coefficient with a preset acceleration threshold (e.g., gravitational acceleration g). ).

[0043] Step 2022: Obtain the current driving mode and determine the driving perception feedback coefficient based on the current driving mode.

[0044] In practice, the driving modes include at least one of the following: Sport mode, Comfort mode, Eco mode, and Off-road mode. Since different driving modes correspond to different driver perception needs, an accurate driving perception feedback coefficient will be determined for the current driving mode (e.g., ).

[0045] The driving perception feedback coefficient represents the proportion of driving perception feedback required by the driver in the current driving mode. Specifically, different driving perception feedback coefficients can be pre-set for different driving modes, or corresponding algorithms can be set for different driving modes to determine the driving perception feedback coefficient. Alternatively, initial driving perception feedback coefficients can be pre-set for different driving modes, and then corrected to obtain accurate driving perception feedback coefficients.

[0046] Step 2023: Retrieve the preset maximum roll angle, and adjust the maximum roll angle using the acceleration coefficient and the driving perception feedback coefficient to obtain the target roll angle of the vehicle.

[0047] In practice, the maximum roll angle (e.g., This is the maximum roll angle at which the vehicle can maintain stable driving when the lateral acceleration reaches a preset limit (e.g., 0.6g). The specific value can be set according to the actual situation of the vehicle (e.g., within the range of 2° to 5°).

[0048] Corresponding target roll angle (e.g., The product of the driving perception feedback coefficient, acceleration coefficient, and maximum roll angle is: (e.g., ).

[0049] The above scheme allows for the determination of an acceleration coefficient that characterizes the effect of acceleration on roll based on lateral acceleration, and a driving perception feedback coefficient that characterizes the perception requirements of the current driving mode based on the current driving mode. After obtaining the maximum roll angle, this maximum roll angle can be corrected and adjusted according to the acceleration coefficient and the driving perception feedback coefficient. The resulting target roll angle meets both the stability requirements corresponding to the current vehicle's lateral acceleration and the perception requirements of the current driving mode. Under the control of this target roll angle, the vehicle can offset some of the roll caused by steering, ensuring higher driver comfort based on the tilt state at this target roll angle. It also retains some vehicle roll that meets the driving perception feedback requirements of the current driving mode, allowing the driver to improve their judgment of steering and ensuring accurate perception of steering conditions (e.g., perceiving the turning angle or the coordination between speed and turning angle) based on the tilt state at this target roll angle.

[0050] In some embodiments, the perceived steering roll varies depending on the driving mode and vehicle speed. Therefore, different driving modes and vehicle speeds will affect the aforementioned feedback adjustment coefficient.

[0051] The specific steps in the 2022 process for determining the feedback adjustment coefficient based on driving mode and vehicle speed include: Step 20221: Obtain the current driving mode and determine the initial driving perception feedback coefficient corresponding to the current driving mode.

[0052] In practice, the initial driving perception feedback coefficients corresponding to various driving modes are preset (e.g., ...). ).

[0053] For example, Sport mode: Initial driving perception feedback coefficient The value should be selected within the range of 0.5-0.7 to retain more roll perception; Comfort mode: Initial driving perception feedback coefficient The value is selected in the range of 0.4-0.5 to moderately suppress vehicle roll while taking into account ride comfort; Economic Mode: Initial Driving Perception Feedback Coefficient The value is selected in the range of 0.3-0.4 to emphasize the vehicle's ride stability.

[0054] Then, the corresponding initial driving perception feedback coefficient can be selected according to the current driving mode, thereby determining the proportion of driving perception feedback required in the current driving mode.

[0055] Step 20222: Extract the current vehicle speed from the driving parameters, and determine the corresponding feedback adjustment coefficient based on the current vehicle speed.

[0056] In practice, the feedback adjustment coefficient is the degree of influence of the current vehicle speed on the driving perception feedback. It needs to be reduced when the speed is high and increased when the speed is low.

[0057] Because the initial driving perception feedback coefficient is determined only based on the current driving mode, but the vehicle stability requirements are different at different speeds, the feedback adjustment coefficient is determined based on the current vehicle speed to accurately determine the impact of the current vehicle speed on the driving perception feedback.

[0058] The feedback adjustment coefficient is determined as follows: Feedback Adjustment Coefficient , where v is the current vehicle speed.

[0059] Step 20223: Adjust the initial driving perception feedback coefficient using the feedback adjustment coefficient to obtain the driving perception feedback coefficient.

[0060] In practice, this driving perception feedback coefficient (e.g., () is the initial driving perception feedback coefficient multiplied by the feedback adjustment coefficient.

[0061] For example, the corresponding formula is: .

[0062] The above scheme allows for the determination of the initial driving perception feedback coefficient based on the current driving mode, followed by the determination of the corresponding feedback adjustment coefficient based on the vehicle speed. This results in a driving perception feedback coefficient that is adjusted according to the feedback adjustment coefficient, which meets both the requirements of the current driving mode and the current vehicle speed. Based on this accurate driving perception feedback coefficient and the adjustment of the acceleration coefficient to the maximum tilt angle, the resulting target roll angle is more in line with the requirements of the current driving mode and the current vehicle speed.

[0063] In some embodiments, step 203 includes: Step 2031: The target roll angle is taken as the front axle roll angle.

[0064] In practice, since the front axle corresponds to the driver's position, the target roll angle is the optimal roll angle that the driver can perceive after offsetting part of the steering roll angle. In order to enable the driver to perceive the roll during steering, the target roll angle is directly used as the front axle roll angle.

[0065] Step 2032: Determine the rear axle comfort distribution coefficient, and adjust the target roll angle according to the rear axle comfort distribution coefficient to obtain the rear axle roll angle.

[0066] In practice, since the rear axle primarily carries passengers who do not drive the vehicle and do not require precise judgment of steering, their comfort requirements are relatively higher. Therefore, a rear axle comfort distribution coefficient (e.g., ...) will be determined. (The value is generally between 0 and 0.3). This rear axle comfort distribution factor characterizes the proportion of the reduction in the target roll angle.

[0067] For example, the corresponding rear axle roll angle The corresponding calculation formula is: ,in, For the target roll angle, The rear axle comfort allocation factor.

[0068] The above scheme uses the rear axle comfort distribution coefficient to attenuate the target roll angle, resulting in a rear axle roll angle that is less than or equal to the target roll angle. This ensures that when the rear axle is tilted based on the target roll angle, the rear axle has a smaller roll angle, thus improving passenger comfort.

[0069] In some embodiments, determining the rear axle comfort allocation coefficient in step 2032 includes: Step 20321: Determine the number of rear passengers in the vehicle, and determine the initial comfort allocation coefficient based on the number of rear passengers.

[0070] In practice, different initial comfort allocation coefficients will be preset for different numbers of rear passengers. The more rear passengers there are, the larger the corresponding initial comfort allocation coefficient will be.

[0071] One approach is to use a positive correlation formula based on the number of rear passengers to determine the initial comfort allocation coefficient. Alternatively, the initial comfort allocation coefficients for each number of rear passengers can be pre-set and stored in a table or as key-value pairs (e.g., the initial comfort allocation coefficient when there are no rear passengers). When there is only one person in the rear seat, the initial comfort distribution coefficient is... When there are multiple passengers in the back row, the initial comfort allocation coefficient is... ).

[0072] Step 20322: Extract lateral acceleration from the driving parameters and determine the comfort adjustment coefficient based on the lateral acceleration.

[0073] In practice, since the rear seat roll angle adjustment also needs to take into account the overall lateral acceleration of the vehicle, a functional relationship between the lateral acceleration and the corresponding comfort adjustment coefficient will be preset (for example, ,in, (where g is the lateral acceleration and g is the gravitational acceleration), or a table corresponding to the comfort adjustment coefficients for each lateral acceleration can be pre-set.

[0074] In this way, after obtaining the lateral acceleration, the comfort adjustment coefficient corresponding to the lateral acceleration can be determined through functional relationships or tables.

[0075] Step 20323: Adjust the initial comfort allocation coefficient using the comfort adjustment coefficient to obtain the rear axle comfort allocation coefficient.

[0076] In practice, the rear axle comfort allocation factor is the product of the comfort adjustment factor and the initial comfort allocation factor (e.g., ,in, The rear axle comfort allocation factor, Assigning initial comfort coefficients, (where g is the lateral acceleration and g is the gravitational acceleration).

[0077] The above scheme allows us to first obtain an initial comfort distribution coefficient that meets the needs of the number of rear passengers, and then obtain a comfort adjustment coefficient that matches the lateral acceleration. Multiplying the two together yields a more accurate rear axle comfort distribution coefficient. By adjusting the target roll angle according to this rear axle comfort distribution coefficient, we can better meet the comfort needs of rear passengers.

[0078] In some embodiments, step 204 includes: Step 2041: Extract the front axle roll angle and the rear axle roll angle from the axle roll angle, determine the front axle damping adjustment amount based on the front axle roll angle, and determine the rear axle damping adjustment amount based on the rear axle roll angle.

[0079] In practice, the axle roll angle includes the front axle roll angle and the rear axle roll angle. To ensure the vehicle achieves the required front axle roll angle, the vehicle controller determines the accurate front axle damping adjustment based on the current condition of the front axle. Similarly, to ensure the vehicle achieves the required rear axle roll angle, the vehicle controller determines the accurate rear axle damping adjustment based on the current condition of the rear axle.

[0080] Step 2042: Send the front axle damping adjustment amount to the front axle damping controller so that the front axle damping controller can adjust and control the damping of the front axle according to the front axle damping adjustment amount.

[0081] In practice, the front axle damping controller is an electronically controlled variable damping shock absorber with an integrated electronically controlled throttle valve / solenoid valve. By changing the valve opening, the internal oil flow resistance is controlled, thereby adjusting the damping.

[0082] After receiving the front axle damping adjustment amount, the vehicle controller sends it to the front axle damping controller. The front axle damping controller can then determine the corresponding valve opening based on this adjustment amount, thereby adjusting the internal oil flow resistance. This allows the front axle to complete the corresponding adjustment according to the front axle damping adjustment amount, thus achieving the required roll angle for the front axle.

[0083] Step 2043: Send the rear axle damping adjustment amount to the rear axle damping controller so that the rear axle damping controller can adjust and control the damping of the rear axle according to the rear axle damping adjustment amount.

[0084] In practice, the rear axle damping controller is an electronically controlled variable damping shock absorber with an integrated electronically controlled throttle valve / solenoid valve. By changing the valve opening, the internal oil flow resistance is controlled, thereby adjusting the damping.

[0085] After receiving the rear axle damping adjustment amount, the vehicle controller sends it to the rear axle damping controller. The rear axle damping controller can then determine the corresponding valve opening based on this adjustment amount, thereby adjusting the internal oil flow resistance. This allows the rear axle to complete the corresponding adjustment according to the rear axle damping adjustment amount, ultimately achieving the roll requirement corresponding to the rear axle roll angle.

[0086] The above scheme enables the accurate determination of the front axle damping adjustment amount and the rear axle damping adjustment amount based on the front axle roll angle and the rear axle roll angle. This allows for the control of the front axle damping controller and the rear axle damping controller to perform accurate damping adjustments according to these adjustments, thereby meeting the corresponding roll control requirements.

[0087] In some embodiments, step 2041 includes: Step 20411: Extract the lateral acceleration from the driving parameters, and determine the feedforward damping adjustment amount based on the lateral acceleration.

[0088] In practice, after determining the lateral acceleration, the corresponding feedforward gain coefficient is retrieved, and the lateral acceleration is processed using the feedforward gain coefficient to obtain the feedforward damping adjustment amount.

[0089] For example, the formula corresponding to this feedforward damping adjustment is: ,in, This is the feedforward damping adjustment amount. This is the feedforward gain coefficient. This is lateral acceleration.

[0090] Step 20412: Extract the front axle roll angle from the axle roll angle and obtain the actual front axle roll angle. Perform proportional-integral-derivative adjustment based on the front axle roll angle and the actual front axle roll angle to obtain the front axle feedback damping adjustment amount. Add the feedforward damping adjustment amount and the front axle feedback damping adjustment amount to obtain the front axle damping adjustment amount.

[0091] In practice, the front axle roll angle is obtained (e.g., After that, the front axle roll angle will be compared with the actual front axle roll angle (e.g., The difference is calculated to obtain the front axle roll angle difference (e.g., The actual roll angle of the front axle is obtained in real time by a roll angle sensor located on the front axle.

[0092] Then, after obtaining the front axle roll angle difference, a proportional-integral-derivative (PID) controller can be used to perform calculations based on this difference. The corresponding calculation formula is as follows: ; in, This is the front axle feedback damping adjustment amount. This is the proportional response adjustment coefficient. This is the adjustment coefficient for the integral term. This is the differential adjustment coefficient. The difference in front axle roll angle is t, where t is time.

[0093] Front axle damping adjustment The formula is: .

[0094] Step 20413: Extract the rear axle roll angle from the axle roll angle and obtain the actual rear axle roll angle. Perform proportional-integral-derivative adjustment based on the rear axle roll angle and the actual rear axle roll angle to obtain the rear axle feedback damping adjustment amount. Add the feedforward damping adjustment amount and the rear axle feedback damping adjustment amount to obtain the rear axle damping adjustment amount.

[0095] In practice, the rear axle roll angle is obtained (for example, After that, the rear axle roll angle will be compared with the actual rear axle roll angle (e.g., The difference is calculated to obtain the rear axle roll angle difference (e.g., The actual roll angle of the rear axle is obtained in real time by a roll angle sensor installed on the rear axle.

[0096] Then, after obtaining the rear axle roll angle difference, a proportional-integral-derivative (PID) controller can be used to perform calculations based on this rear axle roll angle difference. The corresponding calculation formula is as follows: ; in, This is the rear axle feedback damping adjustment amount. This is the proportional response adjustment coefficient. This is the adjustment coefficient for the integral term. This is the differential adjustment coefficient. t represents the difference in rear axle roll angle, and t represents time.

[0097] Rear axle damping adjustment The corresponding formula is: .

[0098] The above scheme enables accurate analysis of the front axle damping using the proportional-integral-derivative (PID) algorithm, determining the precise front axle feedback damping adjustment amount; and it also enables accurate analysis of the rear axle damping using the same algorithm, determining the precise rear axle feedback damping adjustment amount.

[0099] In some embodiments, step 2042 includes: Step 20421, retrieve the first damping increase weight (e.g., The inner and outer wheels of the front axle are determined based on the steering direction.

[0100] Step 20422: The front axle damping adjustment amount is weighted according to the first damping increase weight and used as the first damping increase amount for the outer wheel of the front axle (e.g., ).

[0101] Step 20423: Determine the first damping reduction weight based on the first damping increase weight (e.g., The front axle damping adjustment amount is weighted according to the first damping reduction weight and used as the first damping reduction amount for the inner wheel of the front axle (e.g., ).

[0102] Step 20424: The first damping increase and the first damping decrease are sent to the front axle damping controller, so that the front axle damping controller can increase the damping of the outer front axle wheel according to the first damping increase and decrease the damping of the inner front axle wheel according to the first damping decrease.

[0103] The above method enables accurate adjustment of the damping of the inner and outer front axle wheels by the obtained front axle damping adjustment amount, ensuring that the corresponding roll angle of the front axle is closer to the required front axle roll angle.

[0104] Step 2043 includes: Step 20431, retrieve the second damping increase weight (e.g., The inner and outer wheels of the rear axle are determined based on the steering direction.

[0105] Wherein, the second damping increases the weight (e.g., ) and the first damping increases the weight (e.g., They can be equal or different, but they are preferred to be equal.

[0106] Step 20432: The rear axle damping adjustment amount is weighted according to the second damping increase weight and used as the second damping increase amount for the outer wheel of the rear axle (e.g., ).

[0107] Step 20433: Determine the second damping reduction weight based on the second damping increase weight (e.g., The rear axle damping adjustment amount is weighted according to the second damping reduction weight and used as the second damping reduction amount for the inner rear axle wheel (e.g., ).

[0108] Step 20434: The second damping increase and the second damping decrease are sent to the rear axle damping controller so that the rear axle damping controller can increase the damping of the outer wheel of the rear axle according to the second damping increase and decrease the damping of the inner wheel of the rear axle according to the second damping decrease.

[0109] The above method enables accurate adjustment of the damping of the inner and outer wheels of the rear axle by the obtained rear axle damping adjustment amount, ensuring that the corresponding roll angle of the rear axle is closer to the required roll angle.

[0110] In actual vehicle operation, rear passengers may experience discomfort due to lateral head movement during turns, even if body roll is partially suppressed, because of limited visibility and centrifugal force.

[0111] In some embodiments, based on the above circumstances, the vehicle control method further includes: Step A1, extract lateral acceleration from the driving parameters (e.g., ), and obtain the current rear axle load (e.g., ) and centroid height (e.g., ).

[0112] Step A2: Determine the differential torque coefficient based on the lateral acceleration.

[0113] For example, differential torque coefficient The corresponding formula is: ,in, ρ is the lateral acceleration, and g is the gravitational acceleration.

[0114] Step A3: Multiply the differential torque coefficient, the lateral acceleration, the rear axle load, and the center of gravity height to obtain the differential torque (e.g., differential torque). ).

[0115] Step A4: Correct the differential torque to obtain the target differential torque.

[0116] Step A5: Determine the inner rear axle wheel and the outer rear axle wheel based on the steering direction.

[0117] Step A6: Apply the target differential torque in the opposite direction to the inner wheel of the rear axle.

[0118] Step A7: Apply a positive target differential torque to the outer wheel of the rear axle.

[0119] For example, the corresponding differential torque for ,in, This represents the torque of the right rear wheel. This represents the torque of the left rear wheel. denoted as the rear axle track, and r as the wheel radius.

[0120] so, Since the absolute values ​​of the torque adjustment amounts for the left and right rear axle wheels are the same but in different directions, the absolute value of the torque corresponding to the left and right rear axle wheels is the target difference torque. .

[0121] Will Apply to the outer wheel of the rear axle, and - The force is applied to the inner wheel of the rear axle. During the application of the force, the target differential torque in the positive and negative directions is divided by the corresponding wheel radius r. This allows the corresponding applied force to be determined and applied accurately.

[0122] The above scheme allows for torque adjustment of the inner and outer wheels of the rear axle. This enables differential torque control by applying target differential torque in both the forward and reverse directions, reducing the effects of centrifugal force on rear passengers and significantly decreasing the lateral head movement.

[0123] The vehicle control method of this application embodiment is described below with a specific example. The specific process is as follows: Step 1: Calculation of the target roll angle (i.e., the optimal roll angle).

[0124]

[0125] in, The target roll angle; The driving perception feedback coefficient (which can be set within the range of 0.3-0.7) is used to adjust the sensitivity of the driver's roll perception. Lateral acceleration is measured by a lateral acceleration sensor or an IMU sensor. The acceleration due to gravity is taken as 9.81. ; The maximum roll angle preset for the system (which can be selected within the range of 2°-5°) is the maximum roll angle that the vehicle is allowed to reach when the vehicle's lateral acceleration reaches the preset limit value (e.g., 0.6g).

[0126] Regarding the target roll angle The value of is crucial, so in order to ensure that the target roll angle is "optimal" in most operating conditions and most driving scenarios, it will be determined here. The value is deeply bound to the vehicle's driving mode and current speed.

[0127] 1. Bind to driving mode.

[0128] Sport Mode: Initial Driving Perception Feedback Coefficient The value should be selected within the range of 0.5-0.7 to retain more roll perception; Comfort mode: Initial driving perception feedback coefficient The value is selected in the range of 0.4-0.5 to moderately suppress vehicle roll while taking into account ride comfort; Economic Mode: Initial Driving Perception Feedback Coefficient The value is selected in the range of 0.3-0.4 to emphasize the vehicle's ride stability.

[0129] 2. Linked to vehicle speed.

[0130] If the current vehicle speed exceeds 80 km / h, the driver's sensitivity to body roll increases, and the speed can be appropriately reduced. Values ​​are meant to ensure a sense of security.

[0131] Therefore, the final driving perception feedback coefficient is: .

[0132] The formula shows that when the vehicle speed is greater than 80 (such as 90), it will decrease. Value; when the vehicle speed is less than 80 (e.g., 60), it will increase. value.

[0133] Step 2: Differentiated control of damping between front and rear rows.

[0134] In order to simultaneously satisfy the driving perception of the front-seat driver and the comfort of the rear-seat passengers during steering, a strategy was designed to implement independent control for the differentiated needs of the front and rear passengers.

[0135] ; ; in, For the target roll angle, This refers to the front axle roll angle; This refers to the rear axle roll angle; The rear axle comfort distribution factor, with a value between 0 and 0.3, determines the proportion of roll response attenuation of the rear axle relative to the front axle. The value of the rear axle comfort distribution factor is dynamically adjusted according to the condition of the rear passengers and the steering intensity.

[0136] in, The adjustment strategy is as follows: When there is no one in the back row, ; When there is a single person in the back row, ; When there are many people in the back row, .

[0137] In addition to this, lateral acceleration also needs to be considered. Effects (setting lateral acceleration) The safety threshold is 0.7g; when the lateral acceleration is large, stability is prioritized.

[0138] final, .

[0139] Step 3: Roll angle tracking control.

[0140] Here, a composite control system combining feedforward and PID feedback can be used for faster engineering implementation to achieve the actual roll angles of the front and rear axles. Target roll angle The "following" mechanism is used to obtain the corresponding damping adjustment amounts for the front and rear axles: Feedforward control: ; Feedback control: ; ; ; .

[0141] Damping adjustment amounts for the front and rear axles: ; .

[0142] The damping adjustments for the front and rear axles are weighted and distributed to the wheels on both sides of the front and rear axles. The first increase in damping for the outer wheel of the front axle is: ; The first damping reduction of the inner wheel of the front axle is: ; The second damping increase for the outer wheel of the rear axle is: ; The second damping reduction of the inner wheel of the rear axle is: ; in, This is the adjustment amount for the feedforward damping; This is the feedforward gain coefficient; This is the vehicle's actual lateral acceleration (measured by sensors). This refers to the front axle roll angle deviation; This refers to the rear axle roll angle deviation; This is the front axle feedback damping adjustment amount; This is the adjustment amount for the rear axle feedback damping; , , These are the three adjustment coefficients of the PID controller; Increase the weight of the first damper. Add weight to the second damping. and Equal (e.g., both are 0.6).

[0143] Step 4: Rear axle differential torque auxiliary control.

[0144] Utilizing the difference in driving torque between the left and right wheels of the rear axle (and lateral acceleration) (Binding) generates an auxiliary yaw moment, partially offsetting the centrifugal force experienced by rear passengers. Steering the inner rear wheels reduces drive torque, while steering the outer rear wheels increases drive torque.

[0145] Differential torque The formula is: ; .

[0146] Distribute this difference in torque to the left and right sides according to the following formula: → ; in, The differential torque coefficient; Rear axle load; The height of the center of mass; This refers to the rear axle track width; , These are the torque values ​​for the wheels on both sides of the rear axle, with the left and right adjustment values ​​set to be the same but with opposite signs. This reduces the drive torque for the inner rear wheel and increases the drive torque for the outer rear wheel.

[0147] Therefore, the absolute value of the torque adjustment for both the left and right wheels is the same. The only difference is the symbol. For example, when turning left, RL (left rear) is the inside, so it's - The right rear is the outer side, that is... Then, during the application of force, ± Divide by the corresponding wheel radius r, and the corresponding applied force ± can be determined. This allows for precise application to the inner and outer rear wheels.

[0148] In this way, it is possible to This allows for auxiliary control of differential torque by applying target differential torque in both the positive and negative directions, enabling rear passengers to reduce the effects of centrifugal force and significantly reduce the lateral sway of their heads.

[0149] 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.

[0150] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the claims of this application. In some cases, the actions or steps described in the claims of this application can be performed in a different order than that shown in the above embodiments and still achieve the desired results. In addition, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0151] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a vehicle control device.

[0152] refer to Figure 3 The device includes: The acquisition module 301 is configured to acquire driving parameters during the vehicle's turning and driving process; The target roll angle determination module 302 is configured to determine the target roll angle of the vehicle based on the driving parameters, wherein the target roll angle is the roll angle that the driver can perceive when steering; The wheel roll angle determination module 303 is configured to determine the axle roll angle based on the target roll angle and the axle. The damping adjustment module 304 is configured to determine the axle damping adjustment amount by performing damping distribution processing based on the axle roll angle, and control the axle to perform damping control according to the axle damping adjustment amount.

[0153] In some embodiments, the target roll angle determination module 302 is specifically configured as follows: The lateral acceleration is determined from the driving parameters, and the acceleration coefficient is determined based on the lateral acceleration. Obtain the current driving mode and determine the driving perception feedback coefficient based on the current driving mode; The preset maximum roll angle is retrieved, and the maximum roll angle is adjusted using the acceleration coefficient and the driving perception feedback coefficient to obtain the target roll angle of the vehicle.

[0154] In some embodiments, the target roll angle determination module 302 is further configured to: Obtain the current driving mode and determine the initial driving perception feedback coefficient corresponding to the current driving mode; Extract the current vehicle speed from the driving parameters, and determine the corresponding feedback adjustment coefficient based on the current vehicle speed; The initial driving perception feedback coefficient is adjusted using the feedback adjustment coefficient to obtain the driving perception feedback coefficient.

[0155] In some embodiments, the wheel roll angle determination module 303 is specifically configured as follows: The target roll angle is taken as the front axle roll angle; Determine the rear axle comfort distribution coefficient, and adjust the target roll angle according to the rear axle comfort distribution coefficient to obtain the rear axle roll angle.

[0156] In some embodiments, the wheel roll angle determination module 303 is specifically configured as follows: Determine the number of rear passengers in the vehicle, and determine the initial comfort allocation coefficient based on the number of rear passengers; The lateral acceleration is extracted from the driving parameters, and the comfort adjustment coefficient is determined based on the lateral acceleration. The initial comfort allocation coefficient is adjusted using the comfort adjustment coefficient to obtain the rear axle comfort allocation coefficient.

[0157] In some embodiments, the damping adjustment module 304 is specifically configured as follows: Extract the front axle roll angle and the rear axle roll angle from the axle roll angle, determine the front axle damping adjustment amount based on the front axle roll angle, and determine the rear axle damping adjustment amount based on the rear axle roll angle; The front axle damping adjustment amount is sent to the front axle damping controller so that the front axle damping controller can adjust and control the damping of the front axle according to the front axle damping adjustment amount; The rear axle damping adjustment amount is sent to the rear axle damping controller so that the rear axle damping controller can adjust and control the damping of the rear axle according to the rear axle damping adjustment amount.

[0158] In some embodiments, the damping adjustment module 304 is further configured to: The lateral acceleration is extracted from the driving parameters, and the feedforward damping adjustment amount is determined based on the lateral acceleration. The front axle roll angle is extracted from the axle roll angle, and the actual front axle roll angle is obtained. Based on the front axle roll angle and the actual front axle roll angle, proportional-integral-derivative adjustment is performed to obtain the front axle feedback damping adjustment amount. The feedforward damping adjustment amount and the front axle feedback damping adjustment amount are added together to obtain the front axle damping adjustment amount. The rear axle roll angle is extracted from the axle roll angle, and the actual rear axle roll angle is obtained. Based on the rear axle roll angle and the actual rear axle roll angle, proportional-integral-derivative adjustment is performed to obtain the rear axle feedback damping adjustment amount. The feedforward damping adjustment amount and the rear axle feedback damping adjustment amount are added together to obtain the rear axle damping adjustment amount.

[0159] In some embodiments, the damping adjustment module 304 is further configured to: The weight of the first damping is increased, and the inner and outer wheels of the front axle are determined according to the steering direction. The front axle damping adjustment amount is weighted according to the first damping increase weight and used as the first damping increase amount of the outer wheel of the front axle. The first damping reduction weight is determined based on the first damping increase weight, and the front axle damping adjustment amount is weighted according to the first damping reduction weight and used as the first damping reduction amount of the inner wheel of the front axle. The first damping increase and the first damping decrease are sent to the front axle damping controller, so that the front axle damping controller can increase the damping of the outer front axle wheel according to the first damping increase and decrease the damping of the inner front axle wheel according to the first damping decrease. The step of sending the rear axle damping adjustment amount to the rear axle damping controller, so that the rear axle damping controller can adjust and control the damping of the rear axle according to the rear axle damping adjustment amount, includes: The weight of the second damping is increased, and the inner and outer wheels of the rear axle are determined according to the steering direction. The rear axle damping adjustment amount is weighted according to the second damping increase weight and used as the second damping increase amount of the outer wheel of the rear axle. The second damping reduction weight is determined based on the second damping increase weight, and the rear axle damping adjustment amount is weighted according to the second damping reduction weight and used as the second damping reduction amount of the inner wheel of the rear axle. The second damping increase and the second damping decrease are sent to the rear axle damping controller, so that the rear axle damping controller can increase the damping of the outer wheel of the rear axle according to the second damping increase, and decrease the damping of the inner wheel of the rear axle according to the second damping decrease.

[0160] In some embodiments, the device further includes a rear axle torque adjustment module configured to: The lateral acceleration is extracted from the driving parameters, and the current rear axle load and center of gravity height are obtained. The differential torque coefficient is determined based on the lateral acceleration. The differential torque is obtained by multiplying the differential torque coefficient, the lateral acceleration, the rear axle load, and the center of gravity height. The differential torque is corrected to obtain the target differential torque; Determine the inner and outer wheels of the rear axle based on the steering direction; Apply a reverse target differential torque to the inner wheel of the rear axle; A positive target differential torque is applied to the outer wheel of the rear axle.

[0161] 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.

[0162] 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.

[0163] 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.

[0164] Figure 4 This 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.

[0165] 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.

[0166] 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.

[0167] 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.

[0168] 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.).

[0169] 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.

[0170] 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.

[0171] 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.

[0172] 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.

[0173] 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.

[0174] 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.

[0175] 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.

[0176] 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.

[0177] 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.

[0178] 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.

[0179] 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.

[0180] 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.

[0181] 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.

[0182] 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.

[0183] 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.

[0184] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the claims of this application. 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: Acquire driving parameters during vehicle turning and driving; The target roll angle of the vehicle is determined based on the driving parameters, wherein the target roll angle is the roll angle at which the driver can perceive the steering. Based on the target roll angle and the axle, the axle roll angle is determined; The axle damping adjustment amount is determined by damping distribution processing based on the axle roll angle, and the axle is controlled to perform damping control according to the axle damping adjustment amount.

2. The method according to claim 1, characterized in that, Determining the target roll angle of the vehicle based on the driving parameters includes: The lateral acceleration is determined from the driving parameters, and the acceleration coefficient is determined based on the lateral acceleration. Obtain the current driving mode and determine the driving perception feedback coefficient based on the current driving mode; The preset maximum roll angle is retrieved, and the maximum roll angle is adjusted using the acceleration coefficient and the driving perception feedback coefficient to obtain the target roll angle of the vehicle.

3. The method according to claim 2, characterized in that, The step of obtaining the current driving mode and determining the driving perception feedback coefficient based on the current driving mode includes: Obtain the current driving mode and determine the initial driving perception feedback coefficient corresponding to the current driving mode; Extract the current vehicle speed from the driving parameters, and determine the corresponding feedback adjustment coefficient based on the current vehicle speed; The initial driving perception feedback coefficient is adjusted using the feedback adjustment coefficient to obtain the driving perception feedback coefficient.

4. The method according to claim 1, characterized in that, The step of matching the target roll angle with the axle to determine the axle roll angle includes: The target roll angle is taken as the front axle roll angle; Determine the rear axle comfort distribution coefficient, and adjust the target roll angle according to the rear axle comfort distribution coefficient to obtain the rear axle roll angle.

5. The method according to claim 4, characterized in that, The determination of the rear axle comfort distribution coefficient includes: Determine the number of rear passengers in the vehicle, and determine the initial comfort allocation coefficient based on the number of rear passengers; The lateral acceleration is extracted from the driving parameters, and the comfort adjustment coefficient is determined based on the lateral acceleration. The initial comfort allocation coefficient is adjusted using the comfort adjustment coefficient to obtain the rear axle comfort allocation coefficient.

6. The method according to claim 1, characterized in that, The step of determining the axle damping adjustment amount by performing damping distribution processing based on the axle roll angle, and controlling the axle to perform damping control according to the axle damping adjustment amount, includes: Extract the front axle roll angle and the rear axle roll angle from the axle roll angle, determine the front axle damping adjustment amount based on the front axle roll angle, and determine the rear axle damping adjustment amount based on the rear axle roll angle; The front axle damping adjustment amount is sent to the front axle damping controller so that the front axle damping controller can adjust and control the damping of the front axle according to the front axle damping adjustment amount; The rear axle damping adjustment amount is sent to the rear axle damping controller so that the rear axle damping controller can adjust and control the damping of the rear axle according to the rear axle damping adjustment amount.

7. The method according to claim 6, characterized in that, The step of extracting the front axle roll angle and the rear axle roll angle from the axle roll angle, determining the front axle damping adjustment amount based on the front axle roll angle, and determining the rear axle damping adjustment amount based on the rear axle roll angle includes: The lateral acceleration is extracted from the driving parameters, and the feedforward damping adjustment amount is determined based on the lateral acceleration. The front axle roll angle is extracted from the axle roll angle, and the actual front axle roll angle is obtained. Based on the front axle roll angle and the actual front axle roll angle, proportional-integral-derivative adjustment is performed to obtain the front axle feedback damping adjustment amount. The feedforward damping adjustment amount and the front axle feedback damping adjustment amount are added together to obtain the front axle damping adjustment amount. The rear axle roll angle is extracted from the axle roll angle, and the actual rear axle roll angle is obtained. Based on the rear axle roll angle and the actual rear axle roll angle, proportional-integral-derivative adjustment is performed to obtain the rear axle feedback damping adjustment amount. The feedforward damping adjustment amount and the rear axle feedback damping adjustment amount are added together to obtain the rear axle damping adjustment amount.

8. The method according to claim 6, characterized in that, The step of sending the front axle damping adjustment amount to the front axle damping controller, so that the front axle damping controller can adjust and control the front axle damping according to the front axle damping adjustment amount, includes: The weight of the first damping is increased, and the inner and outer wheels of the front axle are determined according to the steering direction. The front axle damping adjustment amount is weighted according to the first damping increase weight and used as the first damping increase amount of the outer wheel of the front axle. The first damping reduction weight is determined based on the first damping increase weight, and the front axle damping adjustment amount is weighted according to the first damping reduction weight and used as the first damping reduction amount of the inner wheel of the front axle. The first damping increase and the first damping decrease are sent to the front axle damping controller, so that the front axle damping controller can increase the damping of the outer front axle wheel according to the first damping increase and decrease the damping of the inner front axle wheel according to the first damping decrease. The step of sending the rear axle damping adjustment amount to the rear axle damping controller, so that the rear axle damping controller can adjust and control the damping of the rear axle according to the rear axle damping adjustment amount, includes: The weight of the second damping is increased, and the inner and outer wheels of the rear axle are determined according to the steering direction. The rear axle damping adjustment amount is weighted according to the second damping increase weight and used as the second damping increase amount of the outer wheel of the rear axle. The second damping reduction weight is determined based on the second damping increase weight, and the rear axle damping adjustment amount is weighted according to the second damping reduction weight and used as the second damping reduction amount of the inner wheel of the rear axle. The second damping increase and the second damping decrease are sent to the rear axle damping controller, so that the rear axle damping controller can increase the damping of the outer wheel of the rear axle according to the second damping increase, and decrease the damping of the inner wheel of the rear axle according to the second damping decrease.

9. The method according to claim 1, characterized in that, Also includes: The lateral acceleration is extracted from the driving parameters, and the current rear axle load and center of gravity height are obtained. The differential torque coefficient is determined based on the lateral acceleration. The differential torque is obtained by multiplying the differential torque coefficient, the lateral acceleration, the rear axle load, and the center of gravity height. The differential torque is corrected to obtain the target differential torque; Determine the inner and outer wheels of the rear axle based on the steering direction; Apply a reverse target differential torque to the inner wheel of the rear axle; A positive target differential torque is applied to the outer wheel of the rear axle.

10. A vehicle, including electronic equipment, characterized in that, The electronic device includes 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 method as described in any one of claims 1 to 9.

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