Vehicle control method and vehicle

Abstract

The application provides a vehicle control method and a vehicle, and relates to the technical field of vehicle control. The method comprises the following steps: acquiring a path planning result in a future preset period; the path planning result comprises a driving condition and a corresponding driving parameter of the vehicle in the future preset period, and a road condition parameter in the future preset period; determining a target chassis parameter based on the driving condition, the corresponding driving parameter and the road condition parameter; adjusting a chassis working pose of the vehicle according to the target chassis parameter, and determining whether the path planning result is invalid in the adjusting process; when it is determined that the path planning result is invalid, performing an adjustment cancellation operation on the vehicle to restore the chassis working pose before the adjustment of the vehicle, so that the problem that the vehicle body pose changes obviously, the comfort of passengers is affected, and the strategy is difficult to change and easily causes the vehicle body pose to be out of control in the intelligent driving process is solved.

Description

Technical Field

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

[0002] With the continuous development of intelligent driving technology, intelligent driving systems have the ability to plan vehicle driving trajectories in real time and actively control the lateral and longitudinal movements of vehicles based on the planned trajectories. This enables multiple autonomous driving functions such as automatic lane changing on highways, automatic steering at intersections, and adaptive acceleration and deceleration under traffic conditions, effectively reducing the driver's workload. It is one of the core technology development directions in the field of automotive intelligence.

[0003] However, during the execution of the aforementioned lateral and longitudinal control actions by the intelligent driving system, the vehicle body is prone to significant changes in posture, such as roll and pitch. This not only severely reduces passenger comfort but also easily triggers negative driving experiences such as tension and dizziness, hindering the improvement of the driving quality of intelligent driving. Moreover, even if some adjustment strategies are implemented, once executed, these strategies are difficult to change, easily leading to loss of vehicle posture and potential safety risks. Summary of the Invention

[0004] This application provides a vehicle control method and a vehicle to address the problems of significant changes in vehicle posture during intelligent driving, which affect passenger comfort, and the difficulty in changing the strategy.

[0005] In a first aspect, embodiments of this application provide a vehicle control method, including: Obtain the route planning results for a future preset time period; the route planning results include the vehicle's driving conditions and corresponding driving parameters for the future preset time period, as well as the road condition parameters for the future preset time period; Based on the driving conditions and corresponding driving parameters, as well as the road condition parameters, the target chassis parameters are determined; the driving conditions and corresponding driving parameters are used to reflect the vehicle's motion state within a future preset time period. Based on the target chassis parameters, adjust the chassis working posture of the vehicle, and during the adjustment process, determine whether the path planning result is invalid; When the path planning result is determined to be invalid, an adjustment cancellation operation is performed on the vehicle to restore the chassis working posture of the vehicle before the adjustment.

[0006] This embodiment, after obtaining the path planning results for a future preset time period, determines the target chassis parameters based on the driving conditions and corresponding driving parameters in the path planning results, as well as road condition parameters. Based on these target chassis parameters, the chassis working posture is adjusted. This allows for pre-adjustment of chassis parameters before the vehicle's posture changes with the driving trajectory, overcoming the inherent time lag in the chassis control process. This significantly suppresses changes in vehicle posture caused by driving conditions and road conditions during intelligent driving, effectively improving passenger comfort. The driving conditions and corresponding driving parameters reflect the vehicle's motion state within the future preset time period. This embodiment combines the vehicle's operating state and its current condition to jointly determine the target chassis parameters, specifically counteracting changes in vehicle posture caused by the coupling of these two types of factors. Furthermore, this embodiment monitors the path planning results in real time during the pre-adjustment of the chassis working posture to determine whether the path planning results are invalid. When the path planning results are determined to be invalid, the adjustment cancellation operation is actively executed to cancel the adjustment strategy and restore the chassis working posture to the baseline state before the adjustment. This can effectively prevent the failure of control parameters from continuing to act on the chassis system, eliminate the hidden danger of loss of vehicle posture caused by the retention of failure parameters, and significantly improve the safety and reliability of intelligent driving chassis control.

[0007] In one possible implementation, determining the target chassis parameters based on the driving conditions and corresponding driving parameters, as well as the road condition parameters, includes: Based on the driving conditions and corresponding driving parameters, the first chassis parameters are determined; the first chassis parameters are used to suppress changes in vehicle body posture caused by vehicle movement. Based on the road condition parameters, the second chassis parameters are determined; the second chassis parameters are used to suppress changes in vehicle body posture caused by road conditions. The target chassis parameters are determined based on the first chassis parameters and the second chassis parameters.

[0008] This embodiment determines the first chassis parameters based on the driving conditions and corresponding driving parameters, which can suppress vehicle attitude changes caused by vehicle motion. It determines the second chassis parameters based on road condition parameters, which can suppress vehicle attitude changes caused by the road environment. Based on the first chassis parameters and the second chassis parameters, the target chassis parameters are determined, which can still accurately suppress vehicle attitude changes and ensure driving comfort even in complex conditions where the road environment and vehicle motion are coupled.

[0009] In one possible implementation, the driving conditions include lateral driving conditions, longitudinal driving conditions, and combined driving conditions; the combined driving conditions refer to driving conditions that include lateral driving conditions and longitudinal driving conditions within a preset future time period; the first chassis parameters include the first damping change of each suspension actuator. The determination of the first chassis parameters based on the driving conditions and corresponding driving parameters includes: If the driving condition is a lateral driving condition, then with the goal of suppressing vehicle roll, the first damping change of each suspension actuator on the inner and outer sides of the vehicle is determined based on the driving parameters. If the driving condition is a longitudinal driving condition, then with the goal of suppressing vehicle pitch, based on the driving parameters, the first damping change of each suspension actuator of the front and rear axles of the vehicle is determined. If the driving condition is a composite driving condition, the first damping change of each suspension actuator under the composite driving condition is determined based on the first damping change of the suspension actuator corresponding to each individual driving condition.

[0010] This embodiment aims to suppress roll in lateral driving conditions and suppress pitch in longitudinal driving conditions. It can accurately match the attitude suppression requirements under different driving conditions. Furthermore, when multiple driving conditions are superimposed, the first damping change under the composite driving condition is determined comprehensively based on the first damping change corresponding to each individual driving condition, thereby ensuring the coordination and consistency of attitude control under composite driving conditions.

[0011] In one possible implementation, the lateral driving condition includes: lane change condition; the driving parameters include: maximum lateral acceleration; the first damping change includes compression damping increment and rebound damping reduction; With the goal of suppressing vehicle roll, based on the driving parameters, the first damping change of each suspension actuator on the inner and outer sides of the vehicle is determined, including: The compression damping increment of each suspension actuator on the outer side of the vehicle is determined based on the maximum lateral acceleration; the greater the maximum lateral acceleration, the greater the compression damping increment. The rebound damping reduction of each suspension actuator on the outer side of the vehicle is determined based on the compression damping increment of each suspension actuator on the outer side of the vehicle; the larger the compression damping increment of each suspension actuator on the outer side of the vehicle, the larger the rebound damping reduction of each suspension actuator on the inner side of the vehicle.

[0012] In this embodiment, during lane change operations, increasing the compression damping of the outer suspension actuators resists suspension compression caused by centrifugal force, while decreasing the rebound damping of the inner suspension actuators allows for rapid rebound and extension, thereby reducing the speed and magnitude of body roll and improving ride comfort. Furthermore, the increment in compression damping varies with the maximum lateral acceleration, enabling adaptive adjustment to the severity of lane changes. The more abrupt the lane change and the stronger the body roll tendency, the more thorough the intervention; the gentler the lane change, the smoother the intervention, avoiding unnecessary abruptness. The reduction in rebound damping, linked to the increment in compression damping, ensures consistent and coordinated movement of the inner and outer suspensions, improving overall smoothness of attitude adjustment and tire contact stability.

[0013] In one possible implementation, determining the compression damping increment of each suspension actuator on the outer side of the vehicle based on the maximum lateral acceleration includes: The vehicle mass, center of gravity height, track width, and pre-calibrated lane change adjustment coefficient are obtained; the lane change adjustment coefficient is used to reflect the increase in compressive damping required to compensate for each unit of vertical load difference between the left and right wheels under lane change conditions. The vehicle roll moment under lane change conditions is obtained by multiplying the vehicle mass, the maximum lateral acceleration, and the vehicle center of gravity height. The vertical load difference between the left and right wheels of the vehicle is determined based on the ratio of the vehicle's roll moment to the wheelbase. The product of the vertical load difference between the left and right wheels and the lane change adjustment coefficient is determined as the compression damping increment of each suspension actuator on the outer side of the vehicle.

[0014] Based on the maximum lateral acceleration, vehicle mass, vehicle center of gravity height, wheelbase, and lane change adjustment coefficient, this embodiment can sequentially derive the vehicle roll moment and the vertical load difference between the left and right wheels, and then accurately calculate the compression damping increment. This allows for a higher matching accuracy between the compression damping increment and the actual roll trend of the vehicle, thus precisely adapting to lane change conditions of different intensities.

[0015] In one possible implementation, the lateral driving condition includes a steering condition; the driving parameters include the vehicle speed and the radius of curvature of the steering curve at different times within a preset future time period; the first damping change includes the increase in compression damping and the decrease in rebound damping. With the goal of suppressing vehicle roll, based on the driving parameters, the first damping change of each suspension actuator on the inner and outer sides of the vehicle is determined, including: Based on the vehicle speed and the radius of curvature, determine the lateral acceleration of the vehicle at different times within a future preset time period; Based on the lateral acceleration, the compression damping increment of each suspension actuator on the outer side of the vehicle is determined; the greater the lateral acceleration, the greater the compression damping increment. The rebound damping reduction of each suspension actuator on the outer side of the vehicle is determined based on the compression damping increment of each suspension actuator on the outer side of the vehicle; the larger the compression damping increment of each suspension actuator on the outer side of the vehicle, the larger the rebound damping reduction of each suspension actuator on the inner side of the vehicle.

[0016] This embodiment dynamically calculates the lateral acceleration at each moment based on the vehicle speed and the radius of curvature of the turning curve within a preset future time period. Then, it calculates the increase in the compression damping of the outer suspension and the decrease in the rebound damping of the inner suspension at different moments, so that the change in damping is accurately matched with the real-time change in lateral acceleration during the turning process. It can adapt to the dynamic changes in the roll trend caused by the gradual change in the curvature of the curve and the fluctuation of the vehicle speed.

[0017] In one possible implementation, the first chassis parameters further include: a first anti-roll moment; the driving parameters include a target lateral acceleration; The step of determining the first chassis parameters based on the driving conditions and corresponding driving parameters further includes: If the driving condition is a lateral driving condition, then with the goal of suppressing vehicle roll, a first anti-roll moment of the vehicle is determined based on the target lateral acceleration; the first anti-roll moment is proportional to the target lateral acceleration.

[0018] This embodiment sets the anti-roll moment to be proportional to the target lateral acceleration, which can dynamically match the output of the anti-roll moment according to the intensity of the lateral driving conditions, thereby counteracting the body roll tendency caused by lateral motion. It can achieve an appropriate roll suppression effect under different intensities of lateral driving conditions such as gradual lane changes and large curvature steering, taking into account both driving stability and ride comfort.

[0019] In one possible implementation, the longitudinal driving condition includes: braking condition; the driving parameters include longitudinal deceleration within a preset future time period; the first damping change includes: compression damping increment and rebound damping reduction; With the goal of suppressing vehicle pitch, based on the driving parameters, the first damping change of each suspension actuator on the front and rear axles of the vehicle is determined, including: Obtain the pre-calibrated front axle braking damping coefficient and rear axle braking damping coefficient; the front axle braking damping coefficient is used to reflect the compression damping increment of each suspension controller on the front axle of the vehicle corresponding to a unit longitudinal deceleration under braking conditions; the rear axle braking damping coefficient is used to reflect the rebound damping reduction of each suspension controller on the rear axle of the vehicle corresponding to a unit longitudinal deceleration under braking conditions. The product of the longitudinal deceleration and the front axle braking damping coefficient is determined as the compression damping increment of each suspension actuator on the front axle of the vehicle. The product of the longitudinal deceleration and the rear axle braking damping coefficient is determined as the rebound damping reduction of each suspension actuator on the rear axle of the vehicle.

[0020] This embodiment increases the front axle compression damping under braking conditions to resist front-end drop and effectively suppress vehicle pitch; and decreases the rear axle rebound damping to soften rear-end rebound, while maintaining ride comfort. Here, both the increase in compression damping and the decrease in rebound damping are positively correlated with longitudinal deceleration, enabling on-demand control of attitude control and ride experience under different braking intensities.

[0021] In one possible implementation, the longitudinal driving condition includes: an acceleration condition; the driving parameters include longitudinal acceleration within a preset future time period; the first damping change includes: an increase in compression damping and a decrease in rebound damping; With the goal of suppressing vehicle pitch, based on the driving parameters, the first damping change of each suspension actuator on the front and rear axles of the vehicle is determined, including: Obtain the pre-calibrated front axle acceleration damping coefficient and rear axle acceleration damping coefficient; the front axle acceleration damping coefficient is used to reflect the rebound damping reduction of each suspension controller on the front axle of the vehicle corresponding to a unit longitudinal acceleration under acceleration conditions; the rear axle acceleration damping coefficient is used to reflect the compression damping increment of each suspension controller on the rear axle of the vehicle corresponding to a unit longitudinal acceleration under acceleration conditions. The product of the longitudinal acceleration and the front axle acceleration damping coefficient is determined as the rebound damping reduction of each suspension actuator on the front axle of the vehicle. The product of the longitudinal acceleration and the rear axle acceleration damping coefficient is determined as the compression damping increment of each suspension actuator on the rear axle of the vehicle.

[0022] This embodiment increases the rear axle compression damping under acceleration conditions to suppress rear-end dive and effectively restrain vehicle pitch; while reducing the front axle rebound damping to soften the front-end lift, thus maintaining ride comfort. Furthermore, both the increase in compression damping and the decrease in rebound damping are positively correlated with longitudinal acceleration, allowing for on-demand control of pitch suppression and ride comfort under different acceleration intensities.

[0023] In one possible implementation, the road condition parameters include road surface slope type and road surface slope angle; the second chassis parameters include: the second damping variation of each suspension actuator; Determining the second chassis parameters based on the road condition parameters includes: If the road surface slope type is a transverse slope, then with the goal of suppressing vehicle roll, the second damping change of each suspension actuator on both sides of the vehicle is determined based on the road surface slope angle. If the road surface slope type is a longitudinal slope, then with the goal of suppressing vehicle pitch, the second damping change of each suspension actuator of the front and rear axles of the vehicle is determined based on the road surface slope angle. The greater the road surface slope angle, the greater the change in the second damping.

[0024] This embodiment targets lateral slopes to suppress roll and longitudinal slopes to suppress pitch. It determines the damping variations on the left and right sides or front and rear axles of the vehicle according to the road slope type, ensuring that the damping variations strictly correspond to the direction of physical load transfer, guaranteeing precise and effective intervention. Furthermore, the damping variations are positively correlated with the slope angle; on gentle slopes, the intervention is subtle to maintain smoothness, while on steep slopes, it is more substantial to effectively suppress attitude changes, achieving on-demand control under different slope intensities.

[0025] In one possible implementation, the second chassis parameter further includes: a second anti-roll moment; The step of determining the second chassis parameters based on the road condition parameters further includes: If the road surface slope type is a transverse slope, then with the goal of suppressing vehicle roll, the second anti-roll moment of the vehicle is determined based on the road surface slope angle; The larger the road surface slope angle, the greater the second anti-tilting moment.

[0026] Here, for the lateral slope condition, the second anti-roll moment is dynamically determined based on the road slope angle. The moment amplitude increases synchronously with the increase of the slope, which can accurately counteract the roll trend caused by the slope and effectively maintain the stability of the vehicle body posture.

[0027] In one possible implementation, the first chassis parameters include a first damping change of each suspension actuator; the second chassis parameters include a second damping change of each suspension actuator; and the target chassis parameters include a target damping change of each suspension actuator. Determining the target chassis parameters based on the first chassis parameters and the second chassis parameters includes: For each suspension actuator, if the damping types of the first damping change and the second damping change are the same, then the first damping change and the second damping change are combined to obtain the target damping change of the suspension actuator. If the damping types of the first damping change and the second damping change are inconsistent, then the maximum value of the first damping change and the second damping change is determined, and the maximum value is determined as the target damping change of the suspension actuator.

[0028] This embodiment addresses the coupled scenario of driving conditions and road surface slope, employing a differentiated fusion method based on the consistency of damping type. Specifically, when the damping types are consistent, the damping is superimposed and synthesized to fully amplify the attitude suppression effect; when the damping types are inconsistent, the maximum amplitude is taken to avoid control command conflicts and accommodate multi-dimensional attitude control needs.

[0029] In one possible implementation, the first chassis parameter further includes a first anti-roll moment; the second chassis parameter further includes a second anti-roll moment; and the target chassis parameter further includes a target anti-roll moment. The step of determining the target chassis parameters based on the first chassis parameters and the second chassis parameters further includes: The first anti-roll moment and the second anti-roll moment are combined and superimposed to obtain the target anti-roll moment of the vehicle.

[0030] This embodiment can integrate the first anti-roll moment determined based on driving conditions and the second anti-roll moment determined based on road condition parameters, avoiding control conflicts caused by their opposite directions, and ensuring that the anti-roll moment output by the active lateral stabilizer bar is unique and reasonable in complex scenarios.

[0031] In one possible implementation, the target chassis parameters include the target damping variation of each suspension actuator; When the path planning result is determined to be invalid, the step of performing an adjustment cancellation operation on the vehicle to restore the chassis working posture of the vehicle before the adjustment includes: When the path planning result is determined to be invalid, obtain the reference damping parameters of each suspension actuator before vehicle adjustment, as well as the preset undo duration; For each suspension actuator, based on the target damping change and the retraction duration, the remaining amplitude of the target damping change at each time moment is obtained; Based on the reference damping parameter and the remaining amplitude, the real-time damping parameter of the suspension actuator at different times is determined, and the suspension actuator is controlled according to the real-time damping parameter so that the real-time damping parameter of the suspension actuator recovers to the reference damping parameter within the cancellation time.

[0032] This embodiment can achieve a smooth transition from the adjusted target value to the reference value, effectively avoiding secondary attitude disturbances caused by sudden changes in damping parameters, and ensuring the smoothness and safety of the pre-control cancellation process.

[0033] In one possible implementation, the target chassis parameters also include the vehicle's target anti-roll moment; The step of performing an adjustment cancellation operation on the vehicle when the path planning result is determined to be invalid, in order to restore the chassis working posture of the vehicle before the adjustment, further includes: If the path planning result is determined to be invalid, the pre-calibrated torque cancellation rate of change is obtained. According to the torque cancellation change rate, the target roll torque is cancelled to restore the chassis working posture of the vehicle before adjustment.

[0034] This embodiment gradually reduces the anti-roll torque by decreasing the torque cancellation rate step by step, which can avoid sudden torque changes, prevent secondary swaying of the vehicle body, and ensure a smooth attitude transition during the cancellation process.

[0035] Secondly, embodiments of this application provide a vehicle control device, including: The acquisition module is used to acquire the path planning results for a future preset time period; the path planning results include the vehicle's driving conditions and corresponding driving parameters for the future preset time period, as well as the road condition parameters for the future preset time period; Pre-adjustment module, used for: Based on the driving conditions and corresponding driving parameters, as well as the road condition parameters, the target chassis parameters are determined; the driving conditions and corresponding driving parameters are used to reflect the vehicle's motion state within a future preset time period. Based on the target chassis parameters, adjust the chassis working posture of the vehicle, and during the adjustment process, determine whether the path planning result is invalid; The undo module is used to perform an adjustment undo operation on the vehicle when the path planning result is determined to be invalid, so as to restore the chassis working posture of the vehicle before the adjustment.

[0036] Thirdly, embodiments of this application provide a vehicle, including a memory and a processor, wherein the memory stores a computer program that can run on the processor, and the processor executes the computer program to implement the vehicle control method as described in any of the first aspects.

[0037] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle control method as described in any of the first aspects.

[0038] It is understood that the beneficial effects of the second to fourth aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here.

[0039] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0040] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0041] Figure 1 This is a schematic diagram of an application scenario provided by an embodiment of this application; Figure 2 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application; Figure 3(a) is a schematic diagram of a slope with a left-high and right-low profile in a transverse slope type provided in an embodiment of this application; Figure 3(b) is a schematic diagram of a slope with a lower left and higher right side in a transverse slope type provided in an embodiment of this application; Figure 3(c) is a side view of a longitudinal slope type with a high front and low back provided in an embodiment of this application; Figure 3(d) is a side view of a longitudinal slope type with a lower front and higher back, provided in an embodiment of this application. Figure 4 This is a schematic flowchart of a vehicle control method provided in another embodiment of this application; Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Detailed Implementation

[0042] The present application will be described more clearly below with reference to specific embodiments. These embodiments will help those skilled in the art to further understand the function of the present application, but do not limit the present application in any way. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present application. These all fall within the protection scope of the present application.

[0043] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0044] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0045] In the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0046] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0047] Furthermore, the term "multiple" mentioned in the embodiments of this application should be interpreted as two or more.

[0048] In the process of controlling the lateral or longitudinal movement of a vehicle based on path planning results, intelligent driving systems often exhibit significant changes in vehicle posture, such as roll and pitch. Our research has revealed that the root cause of this problem lies in the fact that intelligent driving systems "only manage the trajectory, not the posture." The vehicle's chassis domain controller can only passively respond after changes in vehicle posture occur, attempting to suppress these changes and adapt to the vehicle's trajectory. However, this adjustment strategy has an inherent time lag, resulting in delayed and abrupt vehicle posture control. This not only causes occupant discomfort but also leads to unnecessary body swaying, posing potential safety risks. Therefore, it is necessary to consider a new vehicle control method to adjust vehicle posture.

[0049] To avoid significant changes in vehicle posture during intelligent driving, which could cause occupant discomfort and lead to loss of vehicle posture control, the embodiments of this application, after obtaining the path planning results for a preset future time period, determine the target chassis parameters based on the driving conditions and corresponding driving parameters in the path planning results, as well as road condition parameters. The chassis working posture is then adjusted based on the target chassis parameters. This allows for pre-adjustment of chassis parameters before the vehicle posture changes with the driving trajectory, overcoming inherent time lag and significantly suppressing changes in vehicle posture caused by driving conditions and road conditions during intelligent driving, effectively improving occupant comfort. The driving conditions and corresponding driving parameters reflect the vehicle's motion state within a preset future time period. This embodiment combines the vehicle's operating state and the vehicle's current condition to jointly determine the target chassis parameters, specifically counteracting the vehicle posture changes caused by the coupling of these two types of factors. Furthermore, this embodiment monitors the effectiveness of the path planning results in real time during the pre-adjustment of the chassis working posture, and actively performs the adjustment cancellation operation when the path planning results are determined to be invalid, so that the chassis working posture is restored to the reference state before the adjustment. This can effectively prevent the failure of control parameters from continuing to act on the chassis system, eliminate the hidden danger of loss of vehicle posture caused by the retention of failure parameters, and significantly improve the safety and reliability of intelligent driving chassis control.

[0050] First refer to Figure 1 , Figure 1 The schematic diagram illustrates an application scenario provided according to an embodiment of this application, in which the device involved includes a chassis domain controller 101.

[0051] When the application scenario is intelligent driving: the chassis domain controller 101 can obtain the path planning results for a future preset time period; and based on the driving conditions and corresponding driving parameters in the path planning results, as well as road condition parameters, determine the target chassis parameters; then, according to the target chassis parameters, adjust the vehicle's chassis working posture, and during the adjustment process, determine whether the path planning results are invalid; when it is determined that the path planning results are invalid, perform an adjustment cancellation operation on the vehicle to restore the vehicle's chassis working posture before the adjustment.

[0052] Optionally, the devices involved in the application scenarios also include the intelligent driving domain controller 102 on the vehicle, and the chassis domain controller 101 and the intelligent driving domain controller 102 can communicate via a network.

[0053] The intelligent driving domain controller 102 can generate path planning results for a preset future time period based on environmental perception information, navigation targets, and vehicle status, and send these results to the chassis domain controller 101. The environmental perception information may include surrounding environment data collected by cameras, millimeter-wave radar, and lidar, as well as road information provided by high-precision maps. The path planning results may include the vehicle's driving conditions and corresponding driving parameters for the preset future time period, as well as road condition parameters for that period.

[0054] The chassis domain controller 101 can determine the target chassis parameters based on the driving conditions, corresponding driving parameters, and road condition parameters in the path planning results, and make forward-looking pre-adjustments to the chassis working posture based on the target chassis parameters. By completing the pre-adjustment of chassis parameters before the vehicle posture changes with the driving trajectory, the chassis domain controller 101 can enable the chassis working posture to proactively adapt to changes in motion state and road conditions within a preset time period in advance.

[0055] After generating the path planning result, the intelligent driving domain controller 102 can also perform collision risk assessment and vehicle dynamic execution capability arbitration to determine the validity of the path planning result and send the corresponding validity indication signal to the chassis domain controller 101. The chassis domain controller 101 determines whether the path planning result is valid based on the validity indication signal; when the path planning result is determined to be invalid, the chassis domain controller 101 initiates an adjustment cancellation operation to restore the chassis working posture to the reference state before the pre-adjustment.

[0056] The following is combined Figure 1 Application scenarios, refer to Figures 2-4 This application describes a vehicle control method provided according to exemplary embodiments. It should be noted that the above application scenarios are shown only to facilitate understanding of the spirit and principles of this application, and the embodiments of this application are not limited in any way. Rather, the embodiments of this application can be applied to any applicable scenario.

[0057] It should be noted that the embodiments of this application can be applied to vehicles, and the vehicle can be a chassis domain controller, that is, the vehicle control method provided by the exemplary embodiments of this application can be executed on the chassis domain controller of the vehicle.

[0058] refer to Figure 2 , Figure 2 This is a schematic flowchart illustrating a vehicle control method provided in one embodiment of this application. Figure 2 As shown, the method in the embodiments of this application may include: Step 201: Obtain the path planning results for the future preset time period.

[0059] The preset time period can be a time interval that starts N seconds after the current time and lasts for a set duration. Here, N is a calibration value greater than 0. The value of N and the duration of the preset time period can be determined based on the planning capabilities of the vehicle's intelligent driving system and the response characteristics of the chassis actuators; this embodiment does not impose specific limitations. For example, N can be 4 seconds, and the duration of the preset time period can be 4 seconds.

[0060] In this embodiment, the chassis domain controller can continuously acquire path planning results at each time point according to a set communication cycle, thereby dynamically adjusting the chassis working posture based on the path planning results at each time point. Here, the set communication cycle can be determined according to the actual situation, and this embodiment does not impose a specific limitation on it. For example, the set communication cycle can be 1 second.

[0061] The path planning results may include the vehicle's driving conditions and corresponding driving parameters for a future preset time period, as well as road condition parameters for that time period.

[0062] The driving conditions and corresponding driving parameters are used to reflect the vehicle's motion state within a preset future time period. Driving conditions can include longitudinal driving conditions, lateral driving conditions, and combined driving conditions. Longitudinal driving conditions refer to longitudinal motion conditions where the vehicle experiences longitudinal acceleration or deceleration. Examples include acceleration and braking. Lateral driving conditions refer to lateral motion conditions where the vehicle experiences lateral acceleration. Examples include lane changing and steering. Combined driving conditions refer to composite motion conditions where longitudinal and lateral motions are coupled and superimposed.

[0063] Driving parameters may include the sequence of trajectory sampling points, lane change direction, steering direction, radius of curvature of the turning curve, longitudinal deceleration during braking, longitudinal acceleration during acceleration, and path sequence number, etc.

[0064] Here, the trajectory sampling point sequence may include the position coordinates of each sampling point in the vehicle's driving trajectory within a future preset time period, the longitudinal velocity (i.e., vehicle speed) of each sampling point, the longitudinal acceleration of each sampling point, and the lateral acceleration of each sampling point.

[0065] The path sequence number is used to reflect the time sequence of the current path planning result. It is understood that the chassis domain controller can receive path planning results for a future preset time period corresponding to different times. This embodiment can distinguish path planning results corresponding to different times using the path sequence number. For example, the path sequence number can be set for each path planning result sequentially according to the time sequence in which the path planning results were generated.

[0066] In this embodiment, the direction can be defined based on the vehicle coordinate system, with the vehicle's center of mass as the origin, the vehicle's longitudinal forward direction as the positive X-axis, the right side of the vehicle as the positive Y-axis, and the vertical upward direction from the ground as the positive Z-axis. The X-axis direction is longitudinal, and the Y-axis direction is lateral.

[0067] Road condition parameters reflect the road environment status within a preset future time period and may include: road surface slope type and road surface slope angle. The road surface slope type may include lateral slope and longitudinal slope. For example, referring to Figures 3(a) to 3(d), lateral slopes may include two types: left-high-right-low and left-low-right-high. Longitudinal slopes may include two types: front-high-rear-low and front-low-rear-high. As shown, different road surface slope types will have different effects on vehicle attitude.

[0068] To clearly define the left-right direction in the transverse slope and the front-back direction in the longitudinal slope, a vehicle coordinate system is established in Figures 3(a) to 3(d), with the vehicle's center of mass as the origin, the vehicle's longitudinal forward direction as the positive X-axis, and the vehicle's right side as the positive Y-axis.

[0069] Step 202: Determine the target chassis parameters based on the driving conditions and corresponding driving parameters, as well as road condition parameters.

[0070] Here, the driving conditions and corresponding driving parameters reflect the vehicle's motion state over a future preset time period. Road condition parameters reflect the road surface conditions over the future preset time period.

[0071] It is understandable that both the vehicle's motion and road conditions will cause changes in body roll and pitch. These two factors together determine the vehicle's actual posture. Accordingly, this embodiment determines the target chassis parameters based on driving conditions, corresponding driving parameters, and road condition parameters. This allows for advance adjustment of the chassis's working posture, proactively adapting to changes in motion and road environment over a preset time period. Pre-adjustment is completed before significant changes in vehicle posture occur, thus smoothly suppressing body posture fluctuations and improving ride comfort and driving stability.

[0072] Step 203: Adjust the vehicle's chassis working position according to the target chassis parameters, and determine whether the path planning result is invalid during the adjustment process.

[0073] Each wheel of the vehicle is equipped with a set of suspension actuators to independently adjust the suspension damping characteristics of the corresponding wheel. Here, the target chassis parameters may include the target damping variation of each suspension actuator in the vehicle. In this embodiment, the chassis working posture of the vehicle can be adjusted by the damping variation of each suspension actuator to keep the vehicle's attitude stable.

[0074] Furthermore, for vehicles equipped with active anti-roll bars, the target chassis parameters may also include the target anti-roll moment. When the vehicle attitude shows a tendency to roll within a preset time period, this embodiment can also apply the target anti-roll moment to the active anti-roll bar to suppress vehicle roll in advance.

[0075] In this embodiment, after generating the path planning result, the intelligent driving domain controller sends the path planning result to the chassis domain controller so that the chassis domain controller can pre-adjust the chassis working posture. On the other hand, it simultaneously performs a collision risk assessment and maximum execution capability arbitration on the path planning result.

[0076] If the path planning result is determined to have no collision risk and the driving parameters in the path planning result are within the maximum execution capability range of the chassis, then the path planning result is determined to be valid, and a valid identifier is generated and sent to the chassis domain controller. If the path planning result is determined to have a collision risk, or the driving parameters in the path planning result exceed the maximum execution capability range of the chassis, then the path planning result is determined to be invalid, and an invalid identifier is generated and sent to the chassis domain controller.

[0077] It should be noted that both valid and invalid identifiers must carry the corresponding path sequence number from the path planning result to bind the identifier to the path planning result and avoid the problem of mismatch between the identifier and the planning result.

[0078] After receiving a valid identifier, the chassis domain controller first compares the path sequence number carried by the identifier with the path sequence number of the path planning result obtained in step 201. If the identifier matches, it is considered a valid identifier, and the current path planning result is determined to be valid. The chassis domain controller continues to maintain the current target chassis parameters and continuously adjusts the chassis working pose according to the target chassis parameters until the next path planning result is received. Then, the target chassis parameters are recalculated to readjust the chassis working pose.

[0079] Step 204: When the path planning result is determined to be invalid, perform an adjustment cancellation operation on the vehicle to restore the chassis working posture before the adjustment.

[0080] If the path sequence number matches, the identifier is considered invalid; if the path sequence numbers do not match, the current path planning result is deemed invalid, triggering an adjustment cancellation operation to restore the vehicle's chassis working posture to its previous state. Upon receiving the next path planning result, the target chassis parameters are recalculated to readjust the chassis working posture.

[0081] In some embodiments, to address extreme scenarios such as communication interruption or abnormal intelligent driving domain planning that lead to the loss of identifiers, a timeout failure determination mechanism is further set up: after receiving each path planning result, the chassis domain controller can start timing synchronously. If an invalid identifier is received within the preset timeout period, or if neither a valid identifier nor an invalid identifier is received within the timeout period, the current path planning result is determined to be invalid, and the target chassis parameters are canceled to restore the chassis working posture.

[0082] Since the path planning result obtained at the current moment corresponds to a future preset time period N seconds after the current moment, this embodiment can set the timeout duration to be less than or equal to N to ensure that the chassis working posture pre-adjustment and failure cancellation processing can be completed before the path planning result is executed.

[0083] This embodiment, after obtaining the path planning results for a preset future time period, determines the target chassis parameters based on the driving conditions and corresponding driving parameters in the path planning results, as well as road condition parameters. Based on these target chassis parameters, it adjusts the chassis working posture, thus pre-adjusting the chassis parameters before the vehicle's posture changes with the driving trajectory. This overcomes inherent time lag and significantly suppresses changes in vehicle posture caused by driving conditions and road conditions during intelligent driving, effectively improving passenger comfort. Furthermore, this embodiment monitors the path planning results in real time during the pre-adjustment process to determine if the path planning results are invalid. If invalidity is detected, it proactively performs an adjustment cancellation operation, returning the chassis working posture to its pre-adjustment baseline state. This effectively prevents failed control parameters from continuously acting on the chassis system, eliminating the potential for loss of vehicle posture control caused by the retention of failed parameters, and significantly improving the safety and reliability of intelligent driving chassis control.

[0084] Next, we will elaborate on the process of determining the target chassis parameters.

[0085] Considering that vehicle motion state and road surface condition are the main factors affecting vehicle body posture changes, in some embodiments, the first chassis parameters can be determined based on driving conditions and corresponding driving parameters; then, the second chassis parameters can be determined based on road condition parameters; subsequently, the target chassis parameters can be determined based on the first chassis parameters and the second chassis parameters.

[0086] Here, the first chassis parameter is used to suppress the changes in vehicle body posture caused by vehicle movement. It can counteract the dynamic load transfer caused by vehicle movement such as lane changing, steering, acceleration and deceleration, and suppress the fluctuation of vehicle body dynamic posture.

[0087] The second chassis parameter is used to suppress changes in vehicle body posture caused by road conditions, to offset static load offsets caused by road environmental factors such as cross slope and longitudinal slope, and to correct the static posture tilt of the vehicle body.

[0088] This embodiment first determines the first chassis parameters and the second chassis parameters, then determines the target chassis parameters based on the first and second chassis parameters, and uses the target chassis parameters to control and adjust the chassis working posture. These target chassis parameters can simultaneously cover both vehicle motion state and road surface state attitude influencing factors, maintaining a stable vehicle posture even under complex conditions such as acceleration and deceleration on slopes, thus improving chassis control precision and ride comfort.

[0089] This embodiment determines the first chassis parameters based on the driving conditions and corresponding driving parameters, which can suppress vehicle attitude changes caused by vehicle motion. It determines the second chassis parameters based on road condition parameters, which can suppress vehicle attitude changes caused by the road environment. Based on the first chassis parameters and the second chassis parameters, the target chassis parameters are determined, which can still accurately suppress vehicle attitude changes and ensure driving comfort even in complex conditions where the road environment and vehicle motion are coupled.

[0090] The process of determining the parameters of the first chassis is described below.

[0091] In some embodiments, the first chassis parameters may include the first damping variation of each suspension actuator. Driving conditions may include lateral driving conditions, longitudinal driving conditions, and combined driving conditions. A combined driving condition refers to a driving condition that includes both lateral and longitudinal driving conditions within a predetermined future time period.

[0092] For lateral driving conditions, the goal can be to suppress vehicle roll. Based on driving parameters, the first damping change of each suspension actuator on the inner and outer sides of the vehicle can be determined.

[0093] For longitudinal driving conditions, the goal can be to suppress vehicle pitch. Based on driving parameters, the first damping change of each suspension actuator on the front and rear axles of the vehicle can be determined.

[0094] For combined driving conditions, the first damping change of each suspension actuator under combined driving conditions can be determined based on the first damping change of the suspension actuator corresponding to each individual driving condition.

[0095] When a vehicle is in a lateral driving condition (e.g., changing lanes or turning), it generates lateral acceleration, which in turn produces centrifugal force, causing the vehicle to roll. During lateral driving conditions, the damping parameters of the suspension actuators on the inner and outer sides of the vehicle can be adjusted accordingly to suppress the roll.

[0096] This embodiment uses the direction of centrifugal force during lateral vehicle movement as a reference. The side in which the centrifugal force points (i.e., the side the vehicle swings outward when changing lanes or turning) is defined as the outer side of the vehicle, and the side away from the centrifugal force is defined as the inner side. For example, when the vehicle changes lanes to the left or turns left, the centrifugal force points to the right, so the right side of the vehicle is the outer side, and the left side is the inner side. In this case, the suspension actuators on the outer side of the vehicle are the suspension actuators for the right front and right rear wheels. The suspension actuators on the inner side of the vehicle are the suspension actuators for the left front and left rear wheels. Conversely, when the vehicle changes lanes to the right or turns right, the centrifugal force points to the left, so the left side of the vehicle is the outer side, and the suspension actuators corresponding to the left front and left rear wheels are the suspension actuators on the outer side of the vehicle. The right side of the vehicle is the inner side, and the suspension actuators corresponding to the right front and right rear wheels are the suspension actuators on the inner side of the vehicle.

[0097] When a vehicle is in a longitudinal driving condition (such as acceleration or braking), the vehicle generates longitudinal acceleration or longitudinal deceleration. Due to the influence of vehicle inertia, the vehicle body will pitch backward during acceleration (the front of the vehicle rises and the rear of the vehicle sinks) and pitch up during braking (the front of the vehicle sinks and the rear of the vehicle rises), which is the phenomenon of vehicle body pitch.

[0098] To suppress vehicle pitch, the damping of each suspension actuator on the front and rear axles can be adjusted accordingly. Here, the suspension actuators on the front axle correspond to the left and right front wheels. The suspension actuators on the rear axle correspond to the left and right rear wheels.

[0099] If the vehicle is in a compound driving condition (including both longitudinal and lateral driving conditions) during a preset period in the future, the first damping change of each suspension actuator on the inner and outer sides of the vehicle can be determined based on the lateral driving condition, and the first damping change of each suspension actuator on the front and rear axles of the vehicle can be determined based on the longitudinal driving condition.

[0100] For each suspension actuator, this embodiment can determine the first damping change of the suspension actuator under combined driving conditions based on the first damping change of the suspension actuator under lateral driving conditions and the first damping change of the suspension actuator under longitudinal driving conditions.

[0101] This embodiment aims to suppress roll in lateral driving conditions and suppress pitch in longitudinal driving conditions. It can accurately match the attitude suppression requirements under different driving conditions. Furthermore, when multiple driving conditions are superimposed at the same time, the first damping change under the composite driving condition is determined by comprehensively considering the first damping change corresponding to each individual driving condition, thereby ensuring the coordination and consistency of attitude control under composite driving conditions.

[0102] Lateral driving conditions mainly include lane changing and steering. The following sections will describe the process of determining the first damping change under lane changing and steering conditions.

[0103] The driving parameters corresponding to lane change conditions may include: maximum lateral acceleration. The first damping change includes the increase in compression damping and the decrease in rebound damping.

[0104] In some embodiments, when the vehicle is in a lane-changing condition within a preset time period in the future, the compression damping increment of each suspension actuator on the outer side of the vehicle can be determined based on the maximum lateral acceleration; then, the rebound damping reduction of each suspension actuator on the inner side of the vehicle can be determined based on the compression damping increment of each suspension actuator on the outer side of the vehicle.

[0105] This embodiment determines the maximum lateral acceleration as the maximum value among the lateral accelerations of each sampling point in the trajectory sampling point sequence. The greater the maximum lateral acceleration, the greater the increase in compressive damping. Furthermore, the greater the increase in compressive damping of each suspension actuator on the outer side of the vehicle, the greater the reduction in rebound damping of each suspension actuator on the inner side of the vehicle.

[0106] When a vehicle changes lanes, centrifugal force causes the outer suspension to compress and the inner suspension to rebound, resulting in vehicle roll. To suppress the roll, this embodiment increases the compression damping of the outer suspension actuators, thereby increasing their compression resistance and suppressing the compression tendency. It also reduces the rebound damping of the inner suspension actuators, thereby decreasing their rebound resistance and allowing for rapid rebound, thus correcting the roll, improving driving smoothness, and enhancing ride comfort.

[0107] Here, the increase in compressive damping is called the compressive damping increment. The decrease in rebound damping is called the rebound damping decrement.

[0108] In this embodiment, during lane change operations, increasing the compression damping of the outer suspension actuators resists suspension compression caused by centrifugal force, while decreasing the rebound damping of the inner suspension actuators allows for rapid rebound and extension, thereby reducing the speed and magnitude of body roll and improving ride comfort. Furthermore, the increment in compression damping varies with the maximum lateral acceleration, enabling adaptive adjustment to the severity of lane changes. The more abrupt the lane change and the stronger the body roll tendency, the more thorough the intervention; the gentler the lane change, the smoother the intervention, avoiding unnecessary abruptness. The reduction in rebound damping, linked to the increment in compression damping, ensures consistent and coordinated movement of the inner and outer suspensions, improving overall smoothness of attitude adjustment and tire contact stability.

[0109] Specifically, the vehicle mass, center of gravity height, track width, and pre-calibrated lane change adjustment coefficient can be obtained first. Then, the vehicle roll moment under lane change conditions can be obtained by multiplying the vehicle mass, maximum lateral acceleration, and center of gravity height. Subsequently, the difference in vertical load between the left and right wheels can be determined based on the ratio of the vehicle roll moment to the track width. Finally, the product of the difference in vertical load between the left and right wheels and the lane change adjustment coefficient can be determined as the compression damping increment of each suspension actuator on the outer side of the vehicle.

[0110] When a vehicle changes lanes, centrifugal force acts on the vehicle's center of gravity, generating a roll moment that causes the vehicle body to roll outwards. Considering that the duration of the lane change is relatively short, and its lateral acceleration changes drastically but has a clear peak, this embodiment can directly obtain the maximum lateral acceleration during the lane change process, and then calculate the vehicle roll moment to cover the worst-case scenario and ensure the adequacy of chassis pre-adjustment.

[0111] Specifically, the product of the vehicle's mass and maximum lateral acceleration is taken as the centrifugal force, and the product of this centrifugal force and the vehicle's center of gravity height is taken as the vehicle's roll moment. The ratio of the roll moment to the track width is the vertical load difference between the left and right wheels, and this vertical load difference is the root cause of vehicle roll.

[0112] Based on this, the product of the vertical load difference between the left and right wheels and the lane change adjustment coefficient can be calculated, and this product can be determined as the compression damping increment of each suspension actuator on the outer side of the vehicle, thereby suppressing vehicle roll through the compression damping increment.

[0113] Here, the lane change adjustment coefficient reflects the increase in compressive damping required to compensate for each unit difference in vertical load between the left and right wheels during lane changes. The value of the lane change adjustment coefficient can be determined through experimental calibration. For example, the experimental calibration process can be summarized as follows: different candidate values ​​for the lane change adjustment coefficient are preset, and the vehicle roll suppression effect of each candidate value under different lane change conditions is tested. The candidate value corresponding to the best vehicle roll suppression effect is then determined as the final lane change adjustment coefficient. For example, the lane change adjustment coefficient can be 0.6.

[0114] Under lane change conditions, the formula for calculating the increase in compression damping of each suspension actuator on the outer side of the vehicle can be expressed as: In the formula, This indicates the increase in compression damping of each suspension actuator on the outer side of the vehicle during lane change. This represents the lane change adjustment factor. Indicates the maximum lateral acceleration. Indicates vehicle mass. Indicates the height of the vehicle's center of gravity. Indicates wheel track.

[0115] Based on determining the compression damping increment of each suspension actuator on the outer side of the vehicle, this embodiment can further calculate the rebound damping reduction of each suspension actuator on the inner side of the vehicle: In the formula, This indicates the reduction in rebound damping of each suspension actuator on the inner side of the vehicle during lane change. This indicates the weight of the inner and outer damping coefficients under lane change conditions.

[0116] Here, the weights of the inner and outer damping coefficients under lane change conditions characterize the ratio of the reduction in inner rebound damping to the increase in outer compression damping under lane change conditions, reflecting the synergistic adjustment strength of the inner and outer suspension damping under lane change conditions. Their values ​​can be determined through experimental calibration. For example, the experimental calibration process can be summarized as follows: based on the determined lane change adjustment coefficient, test the ride comfort under roll suppression corresponding to different inner and outer damping coefficient weights under different lane change conditions, and determine the value of the inner and outer damping coefficient weight with the best ride comfort under roll suppression as the final inner and outer damping coefficient weight. For example, the value of the lane change adjustment coefficient can be 0.6.

[0117] Based on the maximum lateral acceleration, vehicle mass, vehicle center of gravity height, wheelbase, and lane change adjustment coefficient, this embodiment can sequentially derive the vehicle roll moment and the vertical load difference between the left and right wheels, and then accurately calculate the compression damping increment. This allows for a higher matching accuracy between the compression damping increment and the actual roll trend of the vehicle, thus precisely adapting to lane change conditions of different intensities.

[0118] The driving parameters corresponding to the steering condition can include the vehicle speed and the radius of curvature of the steering curve at different times within a preset future time period. The first damping change can include the increase in compression damping and the decrease in rebound damping.

[0119] In some embodiments, when the vehicle is in a steering condition within a preset future time period, the lateral acceleration of the vehicle at different times within the preset future time period can be determined first based on the vehicle speed and radius of curvature; then, the compression damping increment of each suspension actuator on the outer side of the vehicle can be determined based on the lateral acceleration; subsequently, the rebound damping reduction of each suspension actuator on the inner side of the vehicle can be determined based on the compression damping increment of each suspension actuator on the outer side of the vehicle.

[0120] Among them, the greater the lateral acceleration, the greater the increase in compression damping; the greater the increase in compression damping of each suspension actuator on the outer side of the vehicle, the greater the reduction in rebound damping of each suspension actuator on the inner side of the vehicle.

[0121] Steering processes typically last for a considerable period, and the radius of curvature of the steering curve changes dynamically with the driving progress. Fixed increases in compression damping and decreases in rebound damping cannot dynamically adapt to the changing lateral tilt throughout the steering process. Therefore, this embodiment dynamically calculates the lateral acceleration at different times within a preset future time period based on the vehicle speed and the radius of curvature of the steering curve. This allows for the dynamic determination of the corresponding increases in compression damping and decreases in rebound damping, achieving dynamic adaptation of damping parameters throughout the entire steering process.

[0122] Similar to the lane change scenario, based on the lateral acceleration at different times within a future period, this embodiment can calculate the compression damping increments of each suspension actuator on the outer side of the vehicle under steering conditions: In the formula, This indicates the increase in compression damping of each suspension actuator on the outer side of the vehicle under steering conditions. Indicates the steering adjustment coefficient. Indicates vehicle speed. Indicates the radius of curvature of the turning curve. This indicates lateral acceleration.

[0123] Here, the steering adjustment coefficient reflects the increase in compressive damping required to compensate for each unit difference in vertical load between the left and right wheels under steering conditions. Its specific value can be determined through experimental calibration. The experimental calibration process is similar to that of the lane change adjustment coefficient described above, and will not be repeated here. For example, the steering adjustment coefficient can be 0.45.

[0124] Based on determining the compression damping increment of each suspension actuator on the outer side of the vehicle, this embodiment can further calculate the rebound damping reduction of each suspension actuator on the inner side of the vehicle: In the formula, This indicates the reduction in rebound damping of each suspension actuator on the inner side of the vehicle under steering conditions. This indicates the weight of the inner and outer damping coefficients under steering conditions.

[0125] Here, the weights of the inner and outer damping coefficients under steering conditions can be determined through experimental calibration. This embodiment does not impose specific limitations on this. For the specific calibration process, please refer to the calibration process of the inner and outer damping coefficients under lane changing conditions described above. It will not be repeated here.

[0126] Unlike the control method that determines a fixed damping change (i.e., compression damping increment and rebound damping reduction) based on the maximum lateral acceleration during lane change, this embodiment dynamically calculates the lateral acceleration at each moment based on the vehicle speed and the radius of curvature of the turning curve within a preset future time period. This allows for the calculation of the outer suspension compression damping increment and the inner suspension rebound damping reduction at different moments. This method precisely matches the damping change with the real-time changing lateral acceleration during turning, adapting to the dynamic changes in body roll caused by gradual changes in curve curvature and vehicle speed fluctuations. In continuous curve scenarios with gradual curvature changes, it avoids the problems of insufficient body roll suppression at the curve entrance and over-adjustment in the middle of the curve caused by a fixed damping change. It maintains a stable body roll posture throughout the turning process, ensuring consistency between ride comfort and driving stability.

[0127] Under the aforementioned lateral driving conditions such as lane changes and steering, this embodiment effectively suppresses vehicle roll by increasing the compression damping of the suspension actuators on the outer side of the vehicle and decreasing the rebound damping of the suspension actuators on the inner side of the vehicle. For some vehicles equipped with active anti-roll bars, this embodiment can further apply anti-roll moment to the active anti-roll bars to further suppress vehicle roll.

[0128] In some embodiments, the first chassis parameters may further include: a first anti-roll moment. The driving parameters may further include a target lateral acceleration.

[0129] If the driving condition is a lateral driving condition, then with the goal of suppressing vehicle roll, the first anti-roll moment of the vehicle is determined based on the target lateral acceleration. The first anti-roll moment is proportional to the target lateral acceleration.

[0130] When the vehicle is in a lane-changing situation, the target lateral acceleration is the maximum lateral acceleration under that condition. In this embodiment, the first anti-roll moment can be determined based on the maximum lateral acceleration. The first anti-roll moment is then applied to the active stabilizer bar to suppress vehicle roll.

[0131] When the vehicle is steering, the target lateral acceleration is the lateral acceleration at different times within a preset future time period. The lateral acceleration at different times within the future time period can be calculated based on the vehicle speed and the radius of curvature of the steering curve at the corresponding time. This embodiment can determine the first anti-roll moment at different times based on the lateral acceleration at different times and dynamically apply it to the active lateral stabilizer bar, achieving continuous anti-roll control throughout the steering process.

[0132] Understandably, the first anti-roll moment acts in the opposite direction to the roll moment caused by the vehicle's lateral acceleration, and is used to resist the vehicle's tilting towards the outside of the curve. For example, when the vehicle is changing lanes to the left or turning left, the centrifugal force points to the right, and the vehicle tends to tilt to the right; the first anti-roll moment is used to suppress the vehicle's tilting to the right. When the vehicle is changing lanes to the right or turning right, the vehicle tends to tilt to the left, and the first anti-roll moment is used to suppress the vehicle's tilting to the left.

[0133] This embodiment sets the anti-roll moment to be proportional to the target lateral acceleration, which can dynamically match the output of the anti-roll moment according to the intensity of the lateral driving conditions, thereby counteracting the body roll tendency caused by lateral motion. It can achieve an appropriate roll suppression effect under different intensities of lateral driving conditions such as gradual lane changes and large curvature steering, taking into account both driving stability and ride comfort.

[0134] The above embodiments mainly introduce the method for determining the first damping change under lateral driving conditions, which is used to suppress vehicle roll. Next, the method for determining the first damping change under longitudinal driving conditions will be explained to suppress vehicle pitch.

[0135] In this embodiment, the longitudinal driving condition can include braking and acceleration. During braking, the vehicle experiences longitudinal deceleration, causing the vehicle body to pitch forward due to inertia; during acceleration, the vehicle experiences longitudinal acceleration, causing the vehicle body to pitch backward due to inertia. Both conditions cause vehicle pitch, but in opposite directions. This embodiment aims to suppress vehicle pitch by determining the first damping change amount under braking and acceleration conditions respectively.

[0136] The driving parameters corresponding to the braking condition may include longitudinal deceleration within a future preset time period; the first damping change includes: compression damping increment and rebound damping reduction.

[0137] Under braking conditions, due to inertia, the front of the vehicle dips and the rear rises, meaning the front axle suspension compresses and the rear axle suspension rebounds, causing the vehicle to pitch. To suppress vehicle pitch and balance vehicle attitude control with ride comfort, this embodiment increases the compression damping of the front axle suspension actuators to resist front-end drop and suppress vehicle pitch; and decreases the rebound damping of the rear axle suspension actuators to soften the rear axle suspension rebound process and buffer the rear-end rise, improving ride smoothness and ride comfort.

[0138] Specifically, the pre-calibrated front axle braking damping coefficient and rear axle braking damping coefficient can be obtained; then, the product of longitudinal deceleration and front axle braking damping coefficient is determined as the compression damping increment of each suspension actuator on the front axle of the vehicle; and the product of longitudinal deceleration and rear axle braking damping coefficient is determined as the rebound damping reduction of each suspension actuator on the rear axle of the vehicle.

[0139] The incremental compression damping of each suspension actuator on the front axle of the vehicle can be expressed as: In the formula, This indicates the increment of compression damping of each suspension actuator on the front axle of the vehicle. Indicates the front axle braking damping coefficient. This indicates longitudinal deceleration.

[0140] The reduction in rebound damping of each suspension actuator on the rear axle of the vehicle can be expressed as: In the formula, This indicates the reduction in rebound damping of each suspension actuator on the rear axle of the vehicle. This indicates the rear axle braking damping coefficient.

[0141] Here, the front axle braking damping coefficient reflects the increase in compression damping of each suspension controller on the front axle of the vehicle corresponding to a unit longitudinal deceleration under braking conditions. The rear axle braking damping coefficient reflects the decrease in rebound damping of each suspension controller on the rear axle of the vehicle corresponding to a unit longitudinal deceleration under braking conditions.

[0142] The values ​​of the front axle braking damping coefficient and the rear axle braking damping coefficient can be determined through experimental calibration. For example, different front axle braking damping coefficients and rear axle braking damping coefficients can be tested separately to assess pitch suppression and ride comfort under various braking conditions. The front axle braking damping coefficient and rear axle braking damping coefficient that provide the best pitch suppression and ride comfort are then determined as the final front axle braking damping coefficients and rear axle braking damping coefficients. For example, the front axle braking damping coefficient can be 250, and the rear axle braking damping coefficient can be 150.

[0143] This embodiment increases the front axle compression damping under braking conditions to resist front-end drop and effectively suppress vehicle pitch; and decreases the rear axle rebound damping to soften rear-end rebound, while maintaining ride comfort. Here, both the increase in compression damping and the decrease in rebound damping are positively correlated with longitudinal deceleration, enabling on-demand control of attitude control and ride experience under different braking intensities.

[0144] The driving parameters corresponding to the acceleration condition may include longitudinal acceleration within a preset time period in the future; the first damping change includes: compression damping increment and rebound damping reduction.

[0145] Under acceleration, the front of the vehicle rises and the rear sinks due to inertia, meaning the front axle suspension rebounds and the rear axle suspension compresses, causing the vehicle to pitch. To suppress vehicle pitch while maintaining ride comfort, this embodiment increases the compression damping of each rear axle suspension actuator to resist rear-end sinking and effectively constrain vehicle pitch; and decreases the rebound damping of each front axle suspension actuator to soften the front axle suspension rebound process, thus buffering the front-end rise and improving ride smoothness and ride comfort.

[0146] Specifically, the pre-calibrated front axle acceleration damping coefficient and rear axle acceleration damping coefficient can be obtained; then, the product of longitudinal acceleration and front axle acceleration damping coefficient is determined as the rebound damping reduction of each suspension actuator on the front axle of the vehicle; and the product of longitudinal acceleration and rear axle acceleration damping coefficient is determined as the compression damping increment of each suspension actuator on the rear axle of the vehicle.

[0147] The reduction in rebound damping of each suspension actuator on the front axle of the vehicle can be expressed as: In the formula, This indicates the reduction in rebound damping of each suspension actuator on the front axle of the vehicle. Indicates the front axle acceleration damping coefficient. It represents longitudinal acceleration.

[0148] The incremental compression damping of each suspension actuator on the rear axle of the vehicle can be expressed as: In the formula, This indicates the increment of compression damping of each suspension actuator on the rear axle of the vehicle. This represents the rear axle acceleration damping coefficient.

[0149] Here, the front axle acceleration damping coefficient reflects the reduction in rebound damping of each suspension controller on the front axle under acceleration conditions, corresponding to a unit longitudinal acceleration. The rear axle acceleration damping coefficient reflects the increase in compression damping of each suspension controller on the rear axle under acceleration conditions, corresponding to a unit longitudinal acceleration. The values ​​of the front and rear axle acceleration damping coefficients can be determined through experimental calibration, as detailed in the calibration process for the front and rear axle braking damping coefficients described above, and will not be repeated here. For example, the value of the front axle acceleration damping coefficient can be 250, and the value of the rear axle acceleration damping coefficient can be 200.

[0150] This embodiment increases the rear axle compression damping under acceleration conditions to suppress rear-end dive and effectively restrain vehicle pitch; while reducing the front axle rebound damping to soften the front-end lift, thus maintaining ride comfort. Furthermore, both the increase in compression damping and the decrease in rebound damping are positively correlated with longitudinal acceleration, allowing for on-demand control of pitch suppression and ride comfort under different acceleration intensities.

[0151] The above embodiments describe methods for determining the first damping change under single lateral or longitudinal driving conditions. Building upon this, this embodiment further describes a method for determining the first damping change under combined driving conditions.

[0152] If the vehicle is in a compound driving condition (including both longitudinal and lateral driving conditions) during a preset period in the future, the first damping change of each suspension actuator on the inner and outer sides of the vehicle can be determined based on the lateral driving condition, and the first damping change of each suspension actuator on the front and rear axles of the vehicle can be determined based on the longitudinal driving condition.

[0153] Based on this, for each suspension actuator, if the damping type of the first damping change corresponding to each individual driving condition is consistent, then the first damping changes corresponding to each individual driving condition are combined to obtain the first damping change of the suspension actuator under the combined driving condition. If the damping type of the first damping change corresponding to each individual driving condition is inconsistent, then the maximum value among the first damping changes is determined, and the maximum value is determined as the first damping change of the suspension actuator under the combined driving condition.

[0154] Here, the damping type can include compression damping and rebound damping. If the damping type of the first damping change corresponding to different driving conditions is the same, then the first damping changes of each driving condition are combined to obtain the first damping change of the suspension actuator under the combined driving condition.

[0155] For example, if the first damping change of the same suspension actuator under both longitudinal and lateral driving conditions is the compression damping increment, then the final first damping change of the actuator under combined driving conditions is the compression damping increment, and the value is equal to the sum of the two increments.

[0156] If the damping type of the first damping change is inconsistent for different driving conditions, the maximum value among the first damping changes is taken as the first damping change of the suspension actuator under the combined driving conditions.

[0157] For example, if the same suspension actuator is an increase in compression damping under longitudinal driving conditions and a decrease in rebound damping under lateral driving conditions, then the magnitudes of the two values ​​are compared: when the decrease in rebound damping is larger, the final change in first damping is taken as the decrease in rebound damping; when the increase in compression damping is larger, the final change in first damping is taken as the increase in compression damping.

[0158] In this embodiment, when longitudinal and lateral driving conditions are superimposed, the damping changes generated by multiple conditions are merged into a single control command by judging the damping type and comparing the amplitude, thus avoiding conflicting control signals received by the same actuator. In complex scenarios such as cornering braking and cornering acceleration, this embodiment uses independent damping arbitration for each actuator to ensure that the vehicle receives appropriate and coordinated control intervention in multiple attitude dimensions, thereby improving driving stability and comfort.

[0159] The above embodiments mainly determine the first damping change and the first anti-roll moment based on different driving conditions. Next, the method for determining the second damping change and the second anti-roll moment based on road condition parameters will be described in detail.

[0160] Here, road condition parameters may include road surface slope type and road surface slope angle; the second chassis parameters may include: the second damping variation of each suspension actuator.

[0161] In some embodiments, referring to Figures 3(a) and 3(b), if the road surface slope type is a transverse slope, the second damping change of each suspension actuator on both sides of the vehicle is determined based on the road surface slope angle, with the goal of suppressing vehicle roll. The larger the road surface slope angle, the greater the second damping change.

[0162] On roads with a transverse slope, a vehicle experiences side suspension compression and side suspension rebound in the lateral direction (i.e., the Y-axis direction in the vehicle coordinate system), resulting in vehicle roll. Accordingly, this embodiment aims to suppress vehicle roll by adjusting the second damping change of each suspension actuator on both sides of the vehicle according to the inclination direction of the transverse slope. Here, the second damping change can include an increase in compression damping and a decrease in rebound damping.

[0163] The transverse slope mainly includes two cases: left high and right low, and left low and right high, as shown in Figure 3(a). In the case of a left high and right low slope, the left suspension actuator of the vehicle rebounds and the right suspension actuator of the vehicle compresses. This posture is similar to the working conditions of left turning and left lane changing. In this embodiment, the compression damping of the right suspension actuator of the vehicle can be increased and the rebound damping of the left suspension actuator of the vehicle can be decreased to suppress vehicle roll.

[0164] Referring to Figure 3(b), on a slope with a lower left side and a higher right side, the right side suspension actuator of the vehicle rebounds while the left side suspension actuator compresses. This posture is similar to the right turn and right lane change conditions. In this embodiment, the compression damping of the left side suspension actuator can be increased and the rebound damping of the right side suspension actuator can be decreased to suppress vehicle roll.

[0165] Understandably, the larger the road surface slope angle, the greater the corresponding increase in compression damping and decrease in rebound damping. In the vehicle coordinate system, the positive Y-axis represents the right side of the vehicle, and the negative Y-axis represents the left side.

[0166] Similar to the aforementioned steering or lane-changing conditions, for vehicles equipped with active anti-roll bars, the second chassis parameter may also include: the second anti-roll moment.

[0167] In some embodiments, if the road surface slope type is a transverse slope, a second anti-roll moment for the vehicle is determined based on the road surface slope angle with the goal of suppressing vehicle roll. The larger the road surface slope angle, the larger the second anti-roll moment.

[0168] When the slope is higher on the left and lower on the right, the left-side suspension actuator rebounds while the right-side suspension actuator compresses, causing the vehicle body to tend to tilt to the right. This embodiment can apply a second anti-roll moment to the active stabilizer bar to suppress this rightward tilt.

[0169] When the slope is higher on the right and lower on the left, the right-side suspension actuator rebounds while the left-side suspension actuator compresses, causing the vehicle body to tend to tilt to the left. This embodiment can apply a second anti-roll moment to the active stabilizer bar to suppress this leftward tilt.

[0170] Understandably, the second anti-roll moment acts in the opposite direction to the body roll caused by the lateral slope. The anti-roll moment is applied through the active lateral stabilizer bar to resist the body tilting to the lower side.

[0171] Here, for the lateral slope condition, the second anti-roll moment is dynamically determined based on the road slope angle. The moment amplitude increases synchronously with the increase of the slope, which can accurately counteract the roll trend caused by the slope and effectively maintain the stability of the vehicle body posture.

[0172] In some embodiments, if the road surface slope type is a longitudinal slope, the second damping change of each suspension actuator on the front and rear axles of the vehicle is determined based on the road surface slope angle, with the goal of suppressing vehicle pitch. The larger the road surface slope angle, the larger the second damping change.

[0173] On a longitudinal slope, the vehicle experiences a state where one side of the suspension compresses while the other side rebounds in the longitudinal direction (i.e., the X-axis direction in the vehicle coordinate system), resulting in vehicle pitch. Accordingly, this embodiment aims to suppress vehicle pitch by adjusting the second damping variation of each suspension actuator on the front and rear axles of the vehicle according to the inclination direction of the longitudinal slope.

[0174] The longitudinal slope mainly includes two cases: front high and rear low, and front low and rear high, as shown in Figure 3(c). In the case of a front high and rear low slope, the front axle suspension actuator rebounds and the rear axle suspension actuator compresses. This posture is similar to the acceleration condition. In this embodiment, the compression damping of the rear axle suspension actuator can be increased and the rebound damping of the front axle suspension actuator can be decreased to suppress vehicle pitch.

[0175] Referring to Figure 3(d), on a slope with a lower front and higher rear, the rear axle suspension actuator rebounds while the front axle suspension actuator compresses. This posture is similar to the braking condition. In this embodiment, the compression damping of the front axle suspension actuator can be increased and the rebound damping of the rear axle suspension actuator can be decreased to suppress vehicle pitch.

[0176] It is understandable that the larger the road surface slope angle, the greater the corresponding increase in compression damping and decrease in rebound damping.

[0177] This embodiment targets lateral slopes to suppress roll and longitudinal slopes to suppress pitch. It determines the damping variations on the left and right sides or front and rear axles of the vehicle according to the road slope type, ensuring that the damping variations strictly correspond to the direction of physical load transfer, guaranteeing precise and effective intervention. Furthermore, the damping variations are positively correlated with the slope angle; on gentle slopes, the intervention is subtle to maintain smoothness, while on steep slopes, it is more substantial to effectively suppress attitude changes, achieving on-demand control under different slope intensities.

[0178] Based on the determination of the first chassis parameters and the second chassis parameters respectively based on motion state and road condition parameters, this embodiment further merges the first chassis parameters and the second chassis parameters to determine the final target chassis parameters.

[0179] Here, the first chassis parameter includes the first damping change of each suspension actuator; the second chassis parameter includes the second damping change of each suspension actuator; the target chassis parameter includes the target damping change of each suspension actuator. In some embodiments, for each suspension actuator, if the damping type of the first damping change and the second damping change are the same, the first damping change and the second damping change are combined to obtain the target damping change of the suspension actuator. If the damping types of the first damping change and the second damping change are inconsistent, then the maximum value of the first damping change and the second damping change is determined, and the maximum value is determined as the target damping change of the suspension actuator.

[0180] Here, the process of determining the target damping change is similar to the process of determining the first damping change under the compound driving condition, as described above, and will not be repeated here.

[0181] For vehicles equipped with active anti-roll bars, the first chassis parameters also include the first anti-roll moment; the second chassis parameters also include the second anti-roll moment; and the target chassis parameters also include the target anti-roll moment.

[0182] In some embodiments, the first anti-roll moment and the second anti-roll moment can be combined and superimposed to obtain the target anti-roll moment of the vehicle.

[0183] Here, if the first anti-roll moment and the second anti-roll moment act in the same direction (for example, both are used to resist the vehicle tilting to the left or both are used to resist the vehicle tilting to the right), then the first anti-roll moment and the second anti-roll moment can be superimposed to obtain the target anti-roll moment. The direction of the target anti-roll moment is the same as the direction of the first anti-roll moment and the second anti-roll moment.

[0184] If the first and second anti-roll moments act in opposite directions (for example, one resists leftward roll and the other resists rightward roll), then their amplitudes are compared: the difference between the larger and smaller amplitudes is taken as the amplitude of the target anti-roll moment, and its direction of action is consistent with the larger amplitude. When the two amplitudes are equal, the target anti-roll moment is zero.

[0185] This embodiment can integrate the first anti-roll moment determined based on driving conditions and the second anti-roll moment determined based on road condition parameters, avoiding control conflicts caused by their opposite directions, and ensuring that the anti-roll moment output by the active lateral stabilizer bar is unique and reasonable in complex scenarios.

[0186] Based on the determined target chassis parameters, this embodiment can adjust the chassis working posture according to the target chassis parameters. If the path planning result is determined to be invalid during the adjustment process, the vehicle can be adjusted and canceled to restore the chassis working posture before the adjustment.

[0187] In some embodiments, the target chassis parameters may include a target damping change. To achieve smooth cancellation, this embodiment may employ an exponentially decaying method to cancel the target damping change. Specifically, the cancellation process for the target damping change is as follows: When the path planning result is determined to be invalid, the reference damping parameters of each suspension actuator before vehicle adjustment and the preset retraction time are obtained. For each suspension actuator, based on the target damping change and the retraction time, the remaining amplitude of the target damping change at each time is obtained. Then, based on the reference damping parameters and the remaining amplitude, the real-time damping parameters of the suspension actuator at different times are determined, and the suspension actuator is controlled according to the real-time damping parameters so that the real-time damping parameters of the suspension actuator are restored to the reference damping parameters within the retraction time.

[0188] In this embodiment, the target damping change may include the final increase in compression damping and the decrease in rebound damping of each suspension actuator. Correspondingly, the reference damping parameters may include the reference compression damping and reference rebound damping before vehicle adjustment.

[0189] In this embodiment, the target damping change is in The residual amplitude at time t can be expressed as: .

[0190] In the formula, This represents the change in target damping. Indicates the duration of the cancellation.

[0191] For the compression damping increment, the remaining amplitude mentioned above can be superimposed on the reference damping parameters to determine the real-time damping parameters at different times: .

[0192] In the formula, express Real-time damping parameters at time t. This represents the reference damping parameter. When the target damping change is equal to the compressive damping increment, the real-time damping parameter is the real-time compressive damping, and the reference damping parameter is the reference compressive damping.

[0193] For the rebound damping reduction, the remaining amplitude mentioned above can be subtracted from the baseline damping parameters to determine the real-time damping parameters at different times: .

[0194] When the target damping change is the rebound damping reduction, the real-time damping parameter is the real-time rebound damping, and the reference damping parameter is the reference rebound damping.

[0195] To unify the calculation formulas for real-time damping parameters in the two cases mentioned above, this embodiment can first determine the adjusted target damping parameters based on the reference damping parameters and the target damping change, and then use the target damping parameters to calculate the remaining amplitude, thereby determining the real-time damping coefficients at different times: In the formula, This represents the target damping parameter. The target damping parameter can be either the compression damping parameter or the rebound damping parameter adjusted according to the target damping change.

[0196] This embodiment can achieve a smooth transition from the adjusted target value to the reference value in an exponential decay manner, effectively avoiding secondary attitude disturbances caused by sudden changes in damping parameters, and ensuring the smoothness and safety of the pre-control cancellation process.

[0197] In some embodiments, for vehicles equipped with active anti-roll bars, the target chassis parameters may further include the vehicle's target anti-roll moment. The process for canceling the target anti-roll moment is as follows: If the path planning result is determined to be invalid, the pre-calibrated torque cancellation change rate is obtained; and the target anti-roll torque is cancelled according to the torque cancellation change rate to restore the chassis working posture before vehicle adjustment.

[0198] Here, the torque retraction rate is used to characterize the reduction in the target anti-roll moment per unit time. The value of this torque retraction rate can be predetermined through experimental calibration. For example, the calibration process is as follows: Multiple different candidate values ​​for the torque retraction rate are preset; for each candidate value, the smoothness of vehicle roll recovery is tested under various path planning failure scenarios; and the candidate value corresponding to the best recovery smoothness is determined as the final torque retraction rate.

[0199] Based on this, the target anti-roll moment is gradually withdrawn according to the rate of change of moment withdrawal, thereby restoring the target anti-roll moment applied to the active lateral stabilizer bar to the initial anti-roll moment before adjustment (e.g., 0).

[0200] This embodiment gradually reduces the anti-roll torque by decreasing the torque cancellation rate step by step, which can avoid sudden torque changes, prevent secondary swaying of the vehicle body, and ensure a smooth attitude transition during the cancellation process.

[0201] See Figure 4 According to the above embodiments, the complete execution flow of a vehicle control method provided in one embodiment of this application is as follows: First, the intelligent driving domain controller generates the path planning results for a preset future time period at the current moment and sends them to the chassis domain controller. Simultaneously, the intelligent driving domain controller also verifies the validity of the path planning results.

[0202] The chassis domain controller acquires the path planning results for a preset future time period, determines the driving conditions and corresponding driving parameters, as well as road condition parameters, from the path planning results. Here, driving conditions can include: braking conditions, lane changing conditions, acceleration conditions, and combined driving conditions. Different driving conditions correspond to different methods for determining the first chassis parameters. Road condition parameters mainly include: road surface slope type and road surface slope angle. The road surface slope type mainly includes lateral slope and longitudinal slope. Different road surface slope types correspond to different methods for determining the second chassis parameters.

[0203] Next, the chassis domain controller can determine the first chassis parameters based on the driving conditions and the second chassis parameters based on the road condition parameters. Subsequently, the chassis domain controller can determine the target chassis parameters based on the first and second chassis parameters and adjust the chassis working posture according to the target chassis parameters.

[0204] After the validity verification of the path planning results is completed, the intelligent driving domain controller will send the valid or invalid identifier to the chassis domain controller.

[0205] If the chassis domain controller receives a valid identifier, it maintains the target chassis parameters to keep the currently adjusted chassis working pose until it receives the next path planning result, at which point it recalculates the target chassis parameters and readjusts the chassis working pose.

[0206] If the chassis domain controller receives an invalid flag, it will cancel the target chassis parameters to restore the chassis working pose to its previous state. This process continues until the next path planning result is received, at which point the target chassis parameters will be recalculated and the chassis working pose will be readjusted.

[0207] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0208] Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in one embodiment of this application. Figure 5 As shown, the vehicle control device provided in this embodiment may include: an acquisition module 501, a pre-adjustment module 502, and a cancellation module 503.

[0209] The acquisition module 501 is used to acquire the path planning results within a future preset time period. The path planning results include the vehicle's driving conditions and corresponding driving parameters within the future preset time period, as well as the road condition parameters within the future preset time period. The pre-adjustment module 502 is used to determine the target chassis parameters based on the driving conditions and corresponding driving parameters, as well as road condition parameters; the driving conditions and corresponding driving parameters are used to reflect the vehicle's motion state within a future preset time period; Based on the target chassis parameters, adjust the vehicle's chassis working position and determine whether the path planning results are invalid during the adjustment process. The undo module 503 is used to perform an adjustment undo operation on the vehicle when the path planning result is determined to be invalid, so as to restore the chassis working posture of the vehicle before the adjustment.

[0210] In one possible implementation, the pre-adjustment module 502 is specifically used for: Based on the driving conditions and corresponding driving parameters, the first chassis parameters are determined; the first chassis parameters are used to suppress changes in vehicle body posture caused by vehicle movement. Based on road condition parameters, determine the second chassis parameters; the second chassis parameters are used to suppress changes in vehicle body posture caused by road conditions. The target chassis parameters are determined based on the first chassis parameters and the second chassis parameters.

[0211] In one possible implementation, the driving conditions include lateral driving conditions, longitudinal driving conditions, and combined driving conditions; the combined driving conditions refer to the conditions that include lateral driving conditions and longitudinal driving conditions within a future preset time period; the first chassis parameters include the first damping change of each suspension actuator; Pre-adjustment module 502 is specifically used for: If the driving condition is a lateral driving condition, the goal is to suppress vehicle roll. Based on the driving parameters, the first damping change of each suspension actuator on the inner and outer sides of the vehicle is determined. If the driving condition is longitudinal, then with the goal of suppressing vehicle pitch, the first damping change of each suspension actuator on the front and rear axles of the vehicle is determined based on the driving parameters. If the driving condition is a composite driving condition, the first damping change of each suspension actuator under the composite driving condition is determined based on the first damping change of the suspension actuator corresponding to each individual driving condition.

[0212] In one possible implementation, the lateral driving condition includes: lane change condition; driving parameters include: maximum lateral acceleration; the first damping change includes compression damping increment and rebound damping decrement; Pre-adjustment module 502 is specifically used for: The compression damping increment of each suspension actuator on the outer side of the vehicle is determined based on the maximum lateral acceleration; the greater the maximum lateral acceleration, the greater the compression damping increment. The rebound damping reduction of each suspension actuator on the outer side of the vehicle is determined based on the increase in compression damping of each suspension actuator on the outer side of the vehicle; the greater the increase in compression damping of each suspension actuator on the outer side of the vehicle, the greater the reduction in rebound damping of each suspension actuator on the inner side of the vehicle.

[0213] In one possible implementation, the pre-adjustment module 502 is specifically used for: The vehicle mass, center of gravity height, track width, and pre-calibrated lane change adjustment coefficient are obtained. The lane change adjustment coefficient is used to reflect the increase in compressive damping required to compensate for each unit of vertical load difference between the left and right wheels under lane change conditions. The vehicle roll moment under lane change conditions is obtained by multiplying the vehicle mass, maximum lateral acceleration, and vehicle center of gravity height. The difference in vertical load between the left and right wheels of the vehicle is determined based on the ratio of the vehicle's roll moment to its track width. The product of the vertical load difference between the left and right wheels and the lane change adjustment coefficient is determined as the compression damping increment of each suspension actuator on the outer side of the vehicle.

[0214] In one possible implementation, the lateral driving condition includes the steering condition; the driving parameters include the vehicle speed and the radius of curvature of the steering curve at different times within a future preset time period; the first damping change includes the compression damping increment and the rebound damping reduction. Pre-adjustment module 502 is specifically used for: Based on vehicle speed and radius of curvature, determine the lateral acceleration of the vehicle at different times within a preset future time period; Based on the lateral acceleration, determine the incremental compression damping of each suspension actuator on the outer side of the vehicle; the greater the lateral acceleration, the greater the incremental compression damping. The rebound damping reduction of each suspension actuator on the outer side of the vehicle is determined based on the increase in compression damping of each suspension actuator on the outer side of the vehicle; the greater the increase in compression damping of each suspension actuator on the outer side of the vehicle, the greater the reduction in rebound damping of each suspension actuator on the inner side of the vehicle.

[0215] In one possible implementation, the first chassis parameters further include: a first anti-roll moment; the driving parameters include the target lateral acceleration; The pre-adjustment module 502 is also used for: If the driving condition is a lateral driving condition, the first anti-roll moment of the vehicle is determined based on the target lateral acceleration, with the goal of suppressing vehicle roll. The first anti-roll moment is proportional to the target lateral acceleration.

[0216] In one possible implementation, the longitudinal driving condition includes: braking condition; the driving parameters include longitudinal deceleration over a future preset time period; the first damping change includes: compression damping increment and rebound damping reduction; Pre-adjustment module 502 is specifically used for: Obtain the pre-calibrated front axle braking damping coefficient and rear axle braking damping coefficient; the front axle braking damping coefficient is used to reflect the increase in compression damping of each suspension controller on the front axle of the vehicle corresponding to a unit longitudinal deceleration under braking conditions; the rear axle braking damping coefficient is used to reflect the decrease in rebound damping of each suspension controller on the rear axle of the vehicle corresponding to a unit longitudinal deceleration under braking conditions. The product of longitudinal deceleration and front axle braking damping coefficient is determined as the compression damping increment of each suspension actuator on the front axle of the vehicle. The product of longitudinal deceleration and rear axle braking damping coefficient is determined as the rebound damping reduction of each suspension actuator on the rear axle of the vehicle.

[0217] In one possible implementation, the longitudinal driving condition includes: an acceleration condition; the driving parameters include longitudinal acceleration over a future preset time period; the first damping change includes: an increase in compression damping and a decrease in rebound damping; Pre-adjustment module 502 is specifically used for: Obtain the pre-calibrated front axle acceleration damping coefficient and rear axle acceleration damping coefficient; the front axle acceleration damping coefficient is used to reflect the rebound damping reduction of each suspension controller on the front axle of the vehicle under acceleration conditions, corresponding to a unit longitudinal acceleration; the rear axle acceleration damping coefficient is used to reflect the compression damping increment of each suspension controller on the rear axle of the vehicle under acceleration conditions, corresponding to a unit longitudinal acceleration. The product of longitudinal acceleration and front axle acceleration damping coefficient is determined as the rebound damping reduction of each suspension actuator on the front axle of the vehicle. The product of longitudinal acceleration and rear axle acceleration damping coefficient is determined as the compression damping increment of each suspension actuator on the rear axle of the vehicle.

[0218] In one possible implementation, the road condition parameters include road surface slope type and road surface slope angle; the second chassis parameters include: the second damping variation of each suspension actuator; Pre-adjustment module 502 is specifically used for: If the road surface slope type is a transverse slope, then with the goal of suppressing vehicle roll, the second damping change of each suspension actuator on both sides of the vehicle is determined based on the road surface slope angle. If the road surface slope type is a longitudinal slope, then with the goal of suppressing vehicle pitch, the second damping change of each suspension actuator of the front and rear axles of the vehicle is determined based on the road surface slope angle. The greater the road surface slope angle, the greater the change in the second damping.

[0219] In one possible implementation, the second chassis parameter also includes: a second anti-roll moment; The pre-adjustment module 502 is also used for: If the road surface slope type is a transverse slope, then with the goal of suppressing vehicle roll, the second anti-roll moment of the vehicle is determined based on the road surface slope angle; The greater the road surface slope angle, the greater the second anti-tilting moment.

[0220] In one possible implementation, the first chassis parameters include the first damping change of each suspension actuator; the second chassis parameters include the second damping change of each suspension actuator; and the target chassis parameters include the target damping change of each suspension actuator. Pre-adjustment module 502 is specifically used for: For each suspension actuator, if the damping type of the first damping change and the second damping change are the same, then the first damping change and the second damping change are combined to obtain the target damping change of the suspension actuator. If the damping types of the first damping change and the second damping change are inconsistent, then the maximum value of the first damping change and the second damping change is determined, and the maximum value is determined as the target damping change of the suspension actuator.

[0221] In one possible implementation, the first chassis parameters further include a first anti-roll moment; the second chassis parameters further include a second anti-roll moment; and the target chassis parameters further include a target anti-roll moment. The pre-adjustment module 502 is also used for: The target anti-roll moment of the vehicle is obtained by combining and superimposing the first and second anti-roll moments.

[0222] In one possible implementation, the target chassis parameters include the target damping variation of each suspension actuator; Undo module 503 is specifically used for: When the path planning result is determined to be invalid, obtain the reference damping parameters of each suspension actuator before vehicle adjustment, as well as the preset undo duration; For each suspension actuator, based on the target damping change and the retraction time, the remaining amplitude of the target damping change at each time moment is obtained; Based on the reference damping parameters and the remaining amplitude, the real-time damping parameters of the suspension actuator at different times are determined, and the suspension actuator is controlled according to the real-time damping parameters so that the real-time damping parameters of the suspension actuator recover to the reference damping parameters within the undo period.

[0223] In one possible implementation, the target chassis parameters also include the vehicle's target anti-roll moment; Undo module 503 is also used for: If the path planning result is determined to be invalid, the pre-calibrated torque cancellation rate of change is obtained. Based on the torque cancellation rate of change, the target roll torque is cancelled to restore the chassis to its original working position before vehicle adjustment.

[0224] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0225] Figure 6 This is a schematic diagram of the structure of a vehicle provided in one embodiment of this application. Figure 6 As shown, the vehicle 600 in this embodiment includes a processor 610 and a memory 620, wherein the memory 620 stores a computer program 621 that can run on the processor 610. When the processor 610 executes the computer program 621, it implements the steps in any of the above method embodiments, for example... Figure 2 Steps 201 to 204 are shown. Alternatively, when processor 610 executes computer program 621, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 5 The functions of modules 501 to 503 are shown.

[0226] For example, computer program 621 may be divided into one or more modules / units, one or more of which are stored in memory 620 and executed by processor 610 to complete this application. The one or more modules / units may be a series of computer program instruction segments capable of performing a specific function, which describe the execution process of computer program 621 in vehicle 600.

[0227] Those skilled in the art will understand that Figure 6 This is merely an example of a vehicle and does not constitute a limitation on the vehicle. It may include more or fewer components than shown, or combinations of certain components, or different components, such as input / output devices, network access devices, buses, etc.

[0228] The processor 610 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0229] The memory 620 can be an internal storage unit of the vehicle, such as a hard drive or memory, or an external storage device, such as a plug-in hard drive, smart media card (SMC), secure digital (SD) card, flash card, etc. The memory 620 can also include both internal and external storage devices. The memory 620 is used to store computer programs and other programs and data required by the vehicle. The memory 620 can also be used to temporarily store data that has been output or will be output.

[0230] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0231] An embodiment of this application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle control method described above.

[0232] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0233] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0234] In the embodiments provided in this application, it should be understood that the disclosed devices / vehicles and methods can be implemented in other ways. For example, the device / vehicle embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0235] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0236] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0237] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0238] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, include: Obtain the path planning results for a future preset time period; The path planning results include the vehicle's driving conditions and corresponding driving parameters during the future preset time period, as well as the road condition parameters during the future preset time period; Based on the driving conditions and corresponding driving parameters, as well as the road condition parameters, the target chassis parameters are determined; The driving conditions and corresponding driving parameters are used to reflect the vehicle's motion status within a future preset time period; Based on the target chassis parameters, adjust the chassis working posture of the vehicle, and during the adjustment process, determine whether the path planning result is invalid; When the path planning result is determined to be invalid, an adjustment cancellation operation is performed on the vehicle to restore the chassis working posture before the adjustment.

2. The vehicle control method according to claim 1, characterized in that, The determination of target chassis parameters based on the driving conditions and corresponding driving parameters, as well as the road condition parameters, includes: Based on the driving conditions and corresponding driving parameters, the first chassis parameters are determined; the first chassis parameters are used to suppress changes in vehicle body posture caused by vehicle movement. Based on the road condition parameters, the second chassis parameters are determined; the second chassis parameters are used to suppress changes in vehicle body posture caused by road conditions. The target chassis parameters are determined based on the first chassis parameters and the second chassis parameters.

3. The vehicle control method according to claim 2, characterized in that, The driving conditions include lateral driving conditions, longitudinal driving conditions, and combined driving conditions; the combined driving conditions refer to driving conditions that include lateral driving conditions and longitudinal driving conditions within a future preset time period; the first chassis parameters include the first damping change of each suspension actuator; The determination of the first chassis parameters based on the driving conditions and corresponding driving parameters includes: If the driving condition is a lateral driving condition, then with the goal of suppressing vehicle roll, the first damping change of each suspension actuator on the inner and outer sides of the vehicle is determined based on the driving parameters. If the driving condition is a longitudinal driving condition, then with the goal of suppressing vehicle pitch, based on the driving parameters, the first damping change of each suspension actuator of the front and rear axles of the vehicle is determined. If the driving condition is a composite driving condition, the first damping change of each suspension actuator under the composite driving condition is determined based on the first damping change of the suspension actuator corresponding to each individual driving condition.

4. The vehicle control method according to claim 3, characterized in that, The lateral driving conditions include: lane change conditions; the driving parameters include: maximum lateral acceleration; the first damping change includes compression damping increment and rebound damping decrease; With the goal of suppressing vehicle roll, based on the aforementioned driving parameters, the first damping change of each suspension actuator on the inner and outer sides of the vehicle is determined, including: The compression damping increment of each suspension actuator on the outer side of the vehicle is determined based on the maximum lateral acceleration; the greater the maximum lateral acceleration, the greater the compression damping increment. The rebound damping reduction of each suspension actuator on the outer side of the vehicle is determined based on the compression damping increment of each suspension actuator on the outer side of the vehicle; the larger the compression damping increment of each suspension actuator on the outer side of the vehicle, the larger the rebound damping reduction of each suspension actuator on the inner side of the vehicle.

5. The vehicle control method according to claim 3, characterized in that, The lateral driving condition includes the steering condition; the driving parameters include the vehicle speed and the radius of curvature of the turning curve at different times within a future preset time period; the first damping change includes the increase in compression damping and the decrease in rebound damping. With the goal of suppressing vehicle roll, based on the aforementioned driving parameters, the first damping change of each suspension actuator on the inner and outer sides of the vehicle is determined, including: Based on the vehicle speed and the radius of curvature, determine the lateral acceleration of the vehicle at different times within a future preset time period; Based on the lateral acceleration, the compression damping increment of each suspension actuator on the outer side of the vehicle is determined; the greater the lateral acceleration, the greater the compression damping increment. The rebound damping reduction of each suspension actuator on the outer side of the vehicle is determined based on the compression damping increment of each suspension actuator on the outer side of the vehicle; the larger the compression damping increment of each suspension actuator on the outer side of the vehicle, the larger the rebound damping reduction of each suspension actuator on the inner side of the vehicle.

6. The vehicle control method according to claim 3, characterized in that, The first chassis parameters also include: a first anti-roll moment; the driving parameters include the target lateral acceleration; The step of determining the first chassis parameters based on the driving conditions and corresponding driving parameters further includes: If the driving condition is a lateral driving condition, then with the goal of suppressing vehicle roll, a first anti-roll moment of the vehicle is determined based on the target lateral acceleration; the first anti-roll moment is proportional to the target lateral acceleration.

7. The vehicle control method according to claim 3, characterized in that, The longitudinal driving condition includes: braking condition; the driving parameters include longitudinal deceleration within a future preset time period; the first damping change includes: compression damping increment and rebound damping reduction; With the goal of suppressing vehicle pitch, based on the driving parameters, the first damping change of each suspension actuator on the front and rear axles of the vehicle is determined, including: Obtain the pre-calibrated front axle braking damping coefficient and rear axle braking damping coefficient; the front axle braking damping coefficient is used to reflect the compression damping increment of each suspension controller on the front axle of the vehicle corresponding to a unit longitudinal deceleration under braking conditions; the rear axle braking damping coefficient is used to reflect the rebound damping reduction of each suspension controller on the rear axle of the vehicle corresponding to a unit longitudinal deceleration under braking conditions. The product of the longitudinal deceleration and the front axle braking damping coefficient is determined as the compression damping increment of each suspension actuator on the front axle of the vehicle. The product of the longitudinal deceleration and the rear axle braking damping coefficient is determined as the rebound damping reduction of each suspension actuator on the rear axle of the vehicle.

8. The vehicle control method according to claim 3, characterized in that, The longitudinal driving condition includes: acceleration condition; the driving parameters include longitudinal acceleration within a preset future time period; the first damping change includes: compression damping increment and rebound damping reduction; With the goal of suppressing vehicle pitch, based on the driving parameters, the first damping change of each suspension actuator on the front and rear axles of the vehicle is determined, including: Obtain the pre-calibrated front axle acceleration damping coefficient and rear axle acceleration damping coefficient; the front axle acceleration damping coefficient is used to reflect the rebound damping reduction of each suspension controller on the front axle of the vehicle corresponding to a unit longitudinal acceleration under acceleration conditions; the rear axle acceleration damping coefficient is used to reflect the compression damping increment of each suspension controller on the rear axle of the vehicle corresponding to a unit longitudinal acceleration under acceleration conditions. The product of the longitudinal acceleration and the front axle acceleration damping coefficient is determined as the rebound damping reduction of each suspension actuator on the front axle of the vehicle. The product of the longitudinal acceleration and the rear axle acceleration damping coefficient is determined as the compression damping increment of each suspension actuator on the rear axle of the vehicle.

9. The vehicle control method according to claim 2, characterized in that, The road condition parameters include road surface slope type and road surface slope angle; The second chassis parameters include: the second damping variation of each suspension actuator; Determining the second chassis parameters based on the road condition parameters includes: If the road surface slope type is a transverse slope, then with the goal of suppressing vehicle roll, the second damping change of each suspension actuator on both sides of the vehicle is determined based on the road surface slope angle. If the road surface slope type is a longitudinal slope, then with the goal of suppressing vehicle pitch, the second damping change of each suspension actuator of the front and rear axles of the vehicle is determined based on the road surface slope angle. The greater the road surface slope angle, the greater the change in the second damping.

10. The vehicle control method according to claim 2, characterized in that, The first chassis parameters include the first damping variation of each suspension actuator; The second chassis parameter includes the second damping variation of each suspension actuator; The target chassis parameters include: the target damping variation of each suspension actuator; Determining the target chassis parameters based on the first chassis parameters and the second chassis parameters includes: For each suspension actuator, if the damping types of the first damping change and the second damping change are the same, then the first damping change and the second damping change are combined to obtain the target damping change of the suspension actuator. If the damping types of the first damping change and the second damping change are inconsistent, then the maximum value of the first damping change and the second damping change is determined, and the maximum value is determined as the target damping change of the suspension actuator.

11. The vehicle control method according to any one of claims 1 to 10, characterized in that, The target chassis parameters include the target damping variation of each suspension actuator; When the path planning result is determined to be invalid, the step of performing an adjustment cancellation operation on the vehicle to restore the chassis working posture of the vehicle before the adjustment includes: When the path planning result is determined to be invalid, obtain the reference damping parameters of each suspension actuator before vehicle adjustment, as well as the preset undo duration; For each suspension actuator, based on the target damping change and the retraction duration, the remaining amplitude of the target damping change at each time moment is obtained; Based on the reference damping parameter and the remaining amplitude, the real-time damping parameter of the suspension actuator at different times is determined, and the suspension actuator is controlled according to the real-time damping parameter so that the real-time damping parameter of the suspension actuator recovers to the reference damping parameter within the cancellation time.

12. The vehicle control method according to claim 11, characterized in that, The target chassis parameters also include the vehicle's target anti-roll moment; The step of performing an adjustment cancellation operation on the vehicle when the path planning result is determined to be invalid, in order to restore the chassis working posture of the vehicle before the adjustment, further includes: If the path planning result is determined to be invalid, the pre-calibrated torque cancellation rate of change is obtained. According to the torque cancellation change rate, the target roll torque is cancelled to restore the chassis working posture of the vehicle before adjustment.

13. A vehicle comprising a memory and a processor, the memory storing a computer program executable on the processor, characterized in that, When the processor executes the computer program, it implements the vehicle control method as described in any one of claims 1 to 12.

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