Vehicle hover steering control method and device, electronic equipment and storage medium

Abstract

Embodiments of the present application provide a vehicle hovering steering control method and device, electronic equipment and storage medium. The method comprises: in response to a hovering steering instruction, determining a target hovering wheel, and controlling an active suspension system to adjust the suspension height of each wheel, so that the center of gravity of the vehicle deviates to the opposite direction of the target hovering wheel until the target hovering wheel is out of contact with the ground; in the state that the target hovering wheel remains hovering, controlling the non-hovering wheel to drive according to a preset kinematic model, so that the vehicle performs steering operation in a three-wheel steering manner. The method is used to prolong the service life of the tire.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more particularly to a method, device, electronic device, and storage medium for controlling vehicle suspension steering. Background Technology

[0002] As competition intensifies in the new energy vehicle market, OEMs are generally launching mid-to-large-sized models to improve space utilization and market competitiveness. The larger size of these models leads to difficulties in steering traditional steering systems in scenarios such as narrow roads or parking lots.

[0003] In existing technologies, differential steering is achieved by adjusting the braking torque of the coaxial wheels to reduce the vehicle's turning radius. When this technology is applied to single-motor vehicles, a torque difference is created by braking the inner wheel.

[0004] Existing technologies rely on braking systems to reduce the steering radius, which can easily lead to abnormal tire wear. Summary of the Invention

[0005] This application provides a vehicle suspension steering control method, device, electronic device, and storage medium to extend tire life.

[0006] In a first aspect, embodiments of this application provide a vehicle suspension steering control method, applied to a vehicle equipped with an active suspension system, comprising:

[0007] In response to the hovering steering command, the target hovering wheel is identified.

[0008] The active suspension system is controlled to adjust the suspension height of each wheel, causing the vehicle's center of gravity to shift in the opposite direction to the target suspended wheel until the target suspended wheel leaves the ground.

[0009] With the target suspended wheel remaining suspended, the non-suspended wheels are controlled to drive according to a preset kinematic model, enabling the vehicle to perform steering operations in a three-wheel steering manner.

[0010] In one possible implementation, in conjunction with the first aspect, before determining the target hover wheel in response to a hovering steering command, the method further includes:

[0011] The vehicle's operating status parameters are obtained, including at least one of the following: slope, vehicle speed, suspension status, and fault status.

[0012] When the slope is less than the preset slope threshold, the vehicle speed is less than the preset vehicle speed threshold, the suspension condition meets the lifting capacity requirements, and the fault condition is fault-free, a suspended steering command is generated.

[0013] In one possible implementation, in conjunction with the first aspect, controlling the active suspension system to adjust the suspension height of each wheel, causing the vehicle's center of gravity to shift in the opposite direction to the target suspended wheel, until the target suspended wheel leaves the ground contact, includes:

[0014] According to the preset phased control strategy, the active suspension system is controlled to adjust the suspension height of each non-suspended wheel in sequence so that the vehicle's center of gravity shifts in the opposite direction to the target suspended wheel.

[0015] Control the active suspension system to raise the suspension height of the target suspended wheel, causing the target suspended wheel to detach from the ground.

[0016] The amount of suspension height adjustment is calculated in real time based on the vehicle dynamics model.

[0017] In one possible implementation, in conjunction with the first aspect, according to a preset phased control strategy, the active suspension system is controlled to sequentially adjust the suspension height of each wheel, including:

[0018] In the first stage, the active suspension system is controlled to lower the suspension height of the wheel that is diagonally opposite the target suspended wheel.

[0019] In the second stage, the active suspension system is controlled to adjust the suspension height of the wheels that are coaxial with the target suspended wheel and the wheels on the same side.

[0020] In one possible implementation, in conjunction with the first aspect, the process of the turning operation includes:

[0021] The vehicle's environmental perception system acquires information about the environment around the vehicle, including obstacles along the rotation path.

[0022] When the environmental information indicates that the target suspended wheel will interfere with the obstacle during the steering process, a preset avoidance action is executed to enable the vehicle to avoid the obstacle and complete the steering operation.

[0023] Secondly, embodiments of this application provide a vehicle suspension steering control device, applied to a vehicle equipped with an active suspension system, comprising:

[0024] The response module is used to determine the target suspended wheel in response to the hovering steering command.

[0025] The control module is used to control the active suspension system to adjust the suspension height of each wheel, causing the vehicle's center of gravity to shift in the opposite direction to the target suspended wheel until the target suspended wheel leaves the ground.

[0026] The drive module is used to control the non-suspended wheels to drive according to a preset kinematic model while the target suspended wheel is suspended, so that the vehicle can perform steering operations in a three-wheel steering manner.

[0027] In one possible implementation, in conjunction with the second aspect, the device further includes a data acquisition module, specifically used for:

[0028] The vehicle's operating status parameters are obtained, including at least one of the following: slope, vehicle speed, suspension status, and fault status.

[0029] When the slope is less than the preset slope threshold, the vehicle speed is less than the preset vehicle speed threshold, the suspension condition meets the lifting capacity requirements, and the fault condition is fault-free, a suspended steering command is generated.

[0030] In one possible implementation, in conjunction with the second aspect, the control module is specifically used for:

[0031] According to the preset phased control strategy, the active suspension system is controlled to adjust the suspension height of each non-suspended wheel in sequence so that the vehicle's center of gravity shifts in the opposite direction to the target suspended wheel.

[0032] Control the active suspension system to raise the suspension height of the target suspended wheel, causing the target suspended wheel to detach from the ground.

[0033] The amount of suspension height adjustment is calculated in real time based on the vehicle dynamics model.

[0034] In one possible implementation, in conjunction with the second aspect, the control module is further specifically used for:

[0035] In the first stage, the active suspension system is controlled to lower the suspension height of the wheel that is diagonally opposite the target suspended wheel.

[0036] In the second stage, the active suspension system is controlled to adjust the suspension height of the wheels that are coaxial with the target suspended wheel and the wheels on the same side.

[0037] In one possible implementation, in conjunction with the second aspect, the acquisition module is further configured to:

[0038] The vehicle's environmental perception system acquires information about the environment around the vehicle, including obstacles along the rotation path.

[0039] Correspondingly, the control module is also used for:

[0040] When the environmental information indicates that the target suspended wheel will interfere with the obstacle during the steering process, a preset avoidance action is executed to enable the vehicle to avoid the obstacle and complete the steering operation.

[0041] In one possible implementation, in conjunction with the second aspect, the preset avoidance action includes at least one of the following:

[0042] The target suspended wheel is redefined, and the active suspension system is controlled to adjust the suspension height of each wheel, causing the vehicle's center of gravity to shift in the opposite direction to the new target suspended wheel.

[0043] Adjust the steering path to avoid obstacles.

[0044] Terminate the hover steering function and control the target hover wheel to restore ground contact.

[0045] In one possible implementation, in conjunction with the second aspect, the acquisition module is further configured to:

[0046] Real-time monitoring of the normal load on each wheel and the lateral acceleration of the vehicle.

[0047] Correspondingly, the control module is also used for:

[0048] When the normal load on any non-suspended wheel is lower than a preset load threshold, or the lateral acceleration exceeds a preset acceleration threshold, the vehicle is determined to be in an instability risk state. In response to the instability risk state, the target suspended wheel is controlled to return to ground contact, and the suspension steering function is terminated.

[0049] Thirdly, embodiments of this application provide an electronic device, including: a processor, and a memory communicatively connected to the processor.

[0050] The memory stores the instructions that the computer executes.

[0051] The processor executes computer execution instructions stored in memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0052] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0053] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0054] This application provides a vehicle suspension steering control method, device, electronic device, and storage medium. In response to a suspension steering command, a target suspended wheel is identified, and the active suspension system is controlled to adjust the suspension height of each wheel, causing the vehicle's center of gravity to shift in the opposite direction to the target suspended wheel until the target suspended wheel is out of contact with the ground. While the target suspended wheel remains suspended, the non-suspended wheels are controlled to drive according to a preset kinematic model, enabling the vehicle to perform steering operations in a three-wheel steering manner. During the steering operation, the speed difference between the coaxial wheels is directly calculated and distributed by the kinematic model, without the need for forced intervention from the braking system. This replaces the braking control of the traditional differential torque scheme with three-wheel steering geometric constraints, eliminating the tire wear problem caused by braking differential torque in the traditional scheme and achieving the effect of extending tire life. Attached Figure Description

[0055] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0056] Figure 1 A schematic diagram of a scenario for a vehicle suspension steering control method provided in this application;

[0057] Figure 2 A flowchart illustrating a vehicle suspension steering control method provided in this application. Figure 1 ;

[0058] Figure 3 A flowchart illustrating a vehicle suspension steering control method provided in this application. Figure 2 ;

[0059] Figure 4 A comparative diagram of steering kinematics for vehicles with rear-wheel steering capability;

[0060] Figure 5 A comparative diagram of steering kinematics for vehicles without rear-wheel steering.

[0061] Figure 6 A specific example diagram of a vehicle suspension steering control method provided in this application;

[0062] Figure 7 A schematic diagram of a vehicle suspension steering control device provided in this application;

[0063] Figure 8 A schematic diagram of the structure of the electronic device provided in this application.

[0064] The accompanying drawings have illustrated specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to specific embodiments. Detailed Implementation

[0065] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0066] First, the terms used in this application will be explained:

[0067] Active suspension system: A mechatronic system that actively controls the suspension height to adjust the vehicle's center of gravity distribution and wheel contact status.

[0068] Enable conditions: refer to the set of preset judgment conditions that must be met for a system or functional module to be activated, started and work normally.

[0069] Steering path: The theoretical trajectory of a vehicle turning while suspended in the air.

[0070] Environmental perception system: A system that detects the environment around a vehicle using devices such as cameras and radar.

[0071] Software and hardware fault detection: Diagnostic function to detect software or hardware abnormalities in the vehicle control system.

[0072] Secondly, the application background of the embodiments of this application will be explained:

[0073] As competition intensifies in the new energy vehicle market, OEMs are generally launching mid-to-large-sized models to improve space utilization and market competitiveness. The larger size of these models leads to difficulties in steering traditional steering systems in narrow roads or parking lots. Current technology achieves differential steering by adjusting the braking torque of the wheels on the same axle to reduce the vehicle's turning radius. When applied to single-motor models, this technology creates a torque difference by braking the inner wheel. However, existing technologies rely on the braking system to reduce the turning radius, which can easily lead to abnormal tire wear.

[0074] To address the aforementioned problems, the inventors investigated whether it was possible to minimize the turning radius of a vehicle when one wheel is suspended in the air through active suspension control. The inventors proposed a vehicle suspension steering control method that dynamically adjusts the vehicle's center of gravity distribution by adjusting the suspension height of each wheel. This allows the target suspended wheel to detach from the ground during steering, achieving a smaller turning radius than four-wheel steering by utilizing the geometry of three-wheel steering, while avoiding the tire wear problems caused by braking in traditional differential torque schemes. The method specifically includes: in response to a hovering steering command, identifying the target hovering wheel and controlling the active suspension system to adjust the suspension height of each wheel, causing the vehicle's center of gravity to shift in the opposite direction to the target hovering wheel until the target hovering wheel is out of contact with the ground; while the target hovering wheel remains in the air, controlling the non-hovering wheels to drive according to a preset kinematic model, enabling the vehicle to perform steering operations in a three-wheel steering manner; during the steering operation, the speed difference between the wheels on the same axle is directly calculated and distributed by the kinematic model, without the need for forced intervention from the braking system, thereby replacing the braking control of the traditional differential torque scheme with the geometric constraints of three-wheel steering, eliminating the tire wear problem caused by braking differential torque in the traditional scheme, and achieving the effect of extending tire life.

[0075] Taking the scenario where new energy vehicles need to perform steering operations in a confined space as an example, combined with Figure 1 This describes the specific application scenario of the vehicle suspension steering control method provided in this application. For example... Figure 1 As shown, the specific application scenarios of this application include narrow road 101 and vehicle 102. The narrow road 101 is less than 4 meters wide. The control system on vehicle 102 perceives the surrounding environment through onboard cameras and radar, and combines suspension height adjustment and kinematic model calculations to enable vehicle 102 to achieve the minimum turning radius by single-wheel suspension steering when stationary (vehicle speed ≤ 1km / h), thereby passing through narrow road 101.

[0076] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0077] Figure 2 A flowchart illustrating a vehicle suspension steering control method provided in this application. Figure 1 This method is applicable to vehicles equipped with active suspension systems, such as... Figure 2 As shown, the method includes:

[0078] S201, In response to the hovering steering command, determine the target hovering wheel.

[0079] The hovering steering command is generated after the vehicle's operating status parameters meet the enabling conditions and the hovering steering function is activated. The operating status parameters include at least one of the following: slope, vehicle speed, suspension status, and fault status; the enabling conditions can be: slope less than a preset slope threshold, vehicle speed less than a preset vehicle speed threshold, suspension status meeting the lifting capacity requirements, and fault status being fault-free.

[0080] The target suspended wheel refers to a single wheel that needs to be lifted off the ground, which can be the left front wheel, right front wheel, left rear wheel, or right rear wheel.

[0081] In this step, in response to the hover steering command, the target hover wheel is determined based on the hover steering axle and the driver's steering input. The hover steering axle can be a preset hover axle or a hover axle selected by the driver; the driver's steering input is the steering intention transmitted by the driver through steering wheel operation, including left and right turns. This technology, through the flexible selection of the hover steering axle, can achieve the configuration of any target hover wheel. Compared to traditional solutions that can only be applied to four-wheel drive and rear-wheel drive vehicles, this technology does not rely on the vehicle's rear-wheel steering function, effectively breaking through the limitations of vehicle type and configuration, and achieving a comprehensive expansion of its applicability.

[0082] Specifically, in response to the hover steering command, the wheel on the same side of the hover steering axle as the driver's steering input direction is identified as the target hover wheel.

[0083] In one possible implementation, the driver selects the hover steering function via the vehicle's infotainment system. If the vehicle's operating parameters meet the enabling conditions, the hover steering function is activated, and a hover steering command is generated. Subsequently, the hover steering axle can be manually selected. If the driver fails to select axle within a preset time, the preset hover axle is designated as the hover steering axle.

[0084] In one possible implementation, the driver selects the front axle as the axle for suspended steering. If the driver turns the steering wheel counterclockwise, the driver's steering input is determined to be a left turn, and the target suspended wheel is determined to be the left front wheel. If the driver turns the steering wheel clockwise, the driver's steering input is determined to be a right turn, and the target suspended wheel is determined to be the right front wheel.

[0085] In one possible implementation, the pre-set suspended axle is the rear axle. After activating the suspended steering function, if the driver fails to select the suspended steering axle within 5 seconds, the rear axle is designated as the suspended steering axle. If the driver turns the steering wheel counterclockwise, the driver's steering input is determined to be a left turn, and the target suspended wheel is determined to be the left rear wheel; if the driver turns the steering wheel clockwise, the driver's steering input is determined to be a right turn, and the target suspended wheel is determined to be the right rear wheel.

[0086] S202. Control the active suspension system to adjust the suspension height of each wheel, so that the vehicle's center of gravity shifts in the opposite direction to the target suspended wheel until the target suspended wheel leaves the ground.

[0087] The amount of suspension height adjustment is calculated in real time based on the vehicle dynamics model.

[0088] In this step, following a preset phased control strategy, the active suspension system first adjusts the suspension height of each non-suspended wheel sequentially to shift the vehicle's center of gravity in the opposite direction to the target suspended wheel. Then, the active suspension system raises the suspension height of the target suspended wheel, causing it to lift off the ground. This process, through phased control of the active suspension system, ensures a gradual shift in the vehicle's center of gravity, maintaining vehicle stability when the target suspended wheel leaves the ground.

[0089] S203. With the target suspended wheel remaining suspended, control the non-suspended wheel to drive according to the preset kinematic model, so that the vehicle performs steering operation in a three-wheel steering manner.

[0090] The kinematic model is a mathematical model based on the vehicle's geometric characteristics and steering requirements, used to calculate the relationship between the rotational speed of each wheel and the steering radius. For example, the speed difference between the inner front wheel and the outer rear wheel is calculated using three-wheel steering geometric constraints.

[0091] Steering operations include turning in place or turning at low speed.

[0092] In this step, based on the vehicle's center of gravity velocity and steering wheel angle, the rotational speed of each non-suspended wheel is calculated using a kinematic model. The drive system then controls the rotational speed of each non-suspended wheel to achieve the minimum turning radius. This process, through the combination of the kinematic model and the drive system, allows steering operation to be driven by geometric characteristics rather than forced braking intervention, eliminating brake wear issues. Simultaneously, precise speed control achieves the minimum turning radius, improving steering efficiency.

[0093] Furthermore, during three-wheel steering, the vehicle's environmental perception system acquires information about the surrounding environment, including obstacles along the rotation path. When the system determines that the target suspended wheel might interfere with an obstacle during steering, it executes a pre-set avoidance maneuver to allow the vehicle to avoid the obstacle and complete the steering maneuver. Simultaneously, by monitoring the normal load on each wheel and the vehicle's lateral acceleration in real time, if the normal load on any non-suspended wheel falls below a preset load threshold, or the lateral acceleration exceeds a preset acceleration threshold, the vehicle is deemed to be in an instability risk state. In response to this instability risk state, the system controls the target suspended wheel to return to ground contact and terminates the suspended steering function.

[0094] In one possible implementation, when the vehicle performs a steering operation using three-wheel steering, the vehicle speed is controlled to not exceed a preset steering speed threshold, which can be 1 km / h, 3 km / h, or 10 km / h. This preset steering speed threshold is primarily set based on inherent vehicle parameters such as wheelbase, track width, center of gravity height, overall vehicle roll stability, and control system response performance, to adapt to the three-wheel steering requirements of different vehicle models.

[0095] In one possible implementation, when the vehicle performs a steering operation in a three-wheel steering manner, the vehicle's center of gravity speed can be determined based on the throttle opening and a preset mapping relationship between throttle and center of gravity speed; the steering angle of the non-suspended wheel can be determined based on the steering wheel angle and a preset mapping relationship between steering wheel angle and wheel angle; when the steering wheel angle reaches its maximum value, the steering angle of the non-suspended wheel simultaneously reaches its maximum value; and the vehicle's turning radius can then be determined based on the steering angle of the non-suspended wheel.

[0096] This application provides a vehicle suspension steering control method. In response to a suspension steering command, a target suspended wheel is identified, and the active suspension system is controlled to adjust the suspension height of each wheel, causing the vehicle's center of gravity to shift in the opposite direction to the target suspended wheel until the target suspended wheel is out of contact with the ground. While the target suspended wheel remains suspended, the non-suspended wheels are controlled to drive according to a preset kinematic model, enabling the vehicle to perform steering operations in a three-wheel steering manner. During the steering operation, the speed difference between the coaxial wheels is directly calculated and distributed by the kinematic model, without the need for forced intervention from the braking system. This replaces the braking control of the traditional differential torque scheme with three-wheel steering geometric constraints, eliminating the tire wear problem caused by braking differential torque in the traditional scheme and extending tire life.

[0097] Figure 3 A flowchart illustrating a vehicle suspension steering control method provided in this application. Figure 2 ,like Figure 3 As shown, in this embodiment... Figure 2 Based on the embodiments, a vehicle suspension steering control method is described in detail, the method including:

[0098] S301. Obtain the vehicle's operating status parameters, which include at least one of the following: slope, vehicle speed, suspension status, and fault status.

[0099] The slope includes both longitudinal slope and transverse slope.

[0100] In this step, vehicle operating status parameters are obtained through at least one of the following detection methods: longitudinal slope detection, lateral slope detection, vehicle speed detection, suspension status detection, and hardware / software fault detection. These operating status parameters are used to determine whether the vehicle meets the enabling conditions for performing the hover steering function. These technical means, through multi-dimensional status detection, ensure that the hover steering function is activated only under safe conditions, effectively preventing vehicle loss of control due to abnormal environmental conditions and improving the overall safety of subsequent steering operations.

[0101] It can be in response to a hover steering request signal to obtain the vehicle's operating status parameters. The hover steering request signal can be a request initiated by the driver through the vehicle's infotainment system to activate the hover steering function.

[0102] S302. When the slope is less than the preset slope threshold, the vehicle speed is less than the preset vehicle speed threshold, the suspension status meets the lifting capacity requirements, and the fault status is fault-free, a suspended steering command is generated.

[0103] The preset speed threshold is used to determine whether the vehicle is in a near-stationary, low-speed state to ensure vehicle stability during single-wheel lift-off. This threshold can be set based on inherent vehicle parameters such as the measurement accuracy and resolution of the vehicle speed sensor, center of gravity height, suspension lift response characteristics, track width, and overall vehicle roll stability, ensuring that the vehicle is only allowed to enter the lift-off steering mode when it is nearly stationary. This preset speed threshold can be 0.1 km / h, 0.5 km / h, or 1 km / h.

[0104] In this step, when the longitudinal slope is less than the preset longitudinal slope threshold, the lateral slope is less than the preset lateral slope threshold, the vehicle speed is less than the preset vehicle speed threshold, the suspension status meets the lifting capacity requirements, and the software and hardware related to the vehicle's hovering steering function are all fault-free, the hovering steering function is activated and a hovering steering command is generated.

[0105] S303, in response to the hovering steering command, identify the target hovering wheel.

[0106] For a detailed description of this step, please refer to the relevant content of S201 in the above embodiment, which will not be repeated here.

[0107] In one possible implementation, when the hover steering function is activated, if the target hover wheel is on the drive shaft, the target hover wheel needs to be braked first to ensure that the wheel on the same side can output torque normally.

[0108] S304. According to the preset phased control strategy, control the active suspension system to adjust the suspension height of each non-suspended wheel in sequence so that the vehicle's center of gravity shifts in the opposite direction to the target suspended wheel.

[0109] In this step, the preset phased control strategy includes two phases. In the first phase, the active suspension system is controlled to lower the suspension height of the wheel that is diagonally opposite to the target suspended wheel. In the second phase, the active suspension system is controlled to adjust the suspension height of the wheel that is coaxial with the target suspended wheel and the wheel on the same side.

[0110] In one possible implementation, an occupant distribution detection system is introduced to collect real-time information on the distribution and weight of occupants inside the vehicle, and dynamically adjusts the suspension height based on this information to balance the vehicle's center of gravity. Specifically, when it is determined, based on the occupant distribution and weight information, that there is an additional load on the same side as the target suspended wheel, the suspension rise of the wheel on the same axle as the target suspended wheel is further increased to balance the center of gravity. This allows the suspended steering function to reliably execute even under full load or uneven occupant distribution, improving the steering reliability of suspended steering operation under complex load conditions.

[0111] S305. Control the active suspension system to raise the suspension height of the target suspended wheel, so that the target suspended wheel leaves the ground.

[0112] In this step, the normal load on the target's suspended wheel can be monitored in real time to determine whether the target's suspended wheel has detached from the ground. If the monitored normal load is 0, it can be determined that the target's suspended wheel has detached from the ground.

[0113] In S304-S305 above, the three-stage control—gradually lowering the height of the diagonal wheel of the target suspended wheel, adjusting the height of the coaxial wheel and the wheel on the same side of the target suspended wheel, and gradually raising the height of the target suspended wheel—smoothers the shift of the vehicle's center of gravity. This staged control effectively avoids vehicle swaying caused by sudden suspension changes, while reserving sufficient dynamic margin for steering operations, further improving the stability and driving comfort of the steering process.

[0114] In one possible implementation, the slope of the ramp where the vehicle is located can be obtained through a slope sensor, and a preset phased control strategy can be adjusted according to the slope to compensate for the impact of the slope on the vehicle's center of gravity. Specifically, when the slope exceeds a preset threshold, the suspension height of the wheel coaxial with the target suspended wheel is adjusted first to increase the center of gravity offset, while the execution time of the target suspended wheel's lifting phase is extended to ensure that the suspended steering operation remains stable in slope scenarios. At the same time, extending the lifting time of the target suspended wheel avoids the risk of the target suspended wheel accidentally landing, further improving the reliability of the suspended steering operation in complex terrain.

[0115] S306. While the target suspended wheel remains suspended, control the non-suspended wheel to drive according to the preset kinematic model, so that the vehicle performs steering operation in a three-wheel steering manner.

[0116] In this step, with the target suspended wheel remaining suspended, the three non-suspended wheels are coordinated and controlled based on a preset kinematic model, so that each wheel performs pure rolling motion around the same steering center. This method eliminates the need for all four wheels to participate in steering simultaneously, allowing the vehicle to complete steering operations in a three-wheel steering mode, achieving steering with a smaller turning radius without exceeding the hardware limits of the maximum wheel turning angle.

[0117] In one possible implementation, we will take a vehicle with rear-wheel steering as the research object and select typical working conditions for left turns and minimum turning radius for explanation: Figure 4 The right-hand area shows the steering kinematics analysis using the method proposed in this embodiment, corresponding to the three-wheel steering scheme under the single-wheel suspension condition, with the upper part representing the rear wheel suspension condition and the lower part representing the front wheel suspension condition; Figure 4 The left side shows a traditional four-wheel steering system, which serves as a baseline for comparison with the system in this embodiment. The following text will combine... Figure 4 The article elaborates on the differences in steering principles, operation processes, and technical effects between the two types of schemes.

[0118] First, let's explain the markings in the diagram: This is the maximum steering angle of the front axle wheels of the vehicle (i.e., the maximum front wheel outward steering angle). O represents the maximum turning angle of the rear axle wheels (i.e., the maximum inner turning angle of the rear wheels); point O is the center of gravity of the vehicle. This is the distance from the vehicle's center of gravity O to the front axle; This is the distance from the vehicle's center of gravity O to the rear axle; This is the distance from the steering center point to the vehicle's center of gravity O; This is the distance from the steering center point to the center of the left front wheel. This is the distance from the steering center point to the center of the right front wheel. This is the distance from the steering center point to the center of the left rear wheel. This is the distance from the steering center point to the center of the right rear wheel.

[0119] In traditional four-wheel steering systems used in vehicles with rear-wheel steering, the steering center point at which the vehicle achieves its minimum turning radius is determined by the intersection of the tire centerlines of the inner front and rear wheels at their maximum steering angle. The steering angle of the outer wheels must be matched and coordinated with that of the inner wheels. Based on the principles of geometric kinematics, the instantaneous velocity relationship of each wheel can be derived. The expression of the geometric principle is as follows:

[0120]

[0121] The expressions corresponding to the instantaneous velocity relationships of each wheel are as follows:

[0122]

[0123]

[0124]

[0125]

[0126]

[0127]

[0128] From the above formula, the distance between the vehicle's center of gravity and the steering center point is:

[0129]

[0130] in, This is the wheelbase of the vehicle, and ; This refers to the distance between the left and right wheels of the vehicle's front and rear axles. This refers to the rotational speed of the left front wheel; This refers to the rotational speed of the right front wheel; The speed of the left rear wheel. This refers to the rotational speed of the right rear wheel. Let the velocity of the vehicle's center of mass be; This is the angular velocity of the vehicle's rotation.

[0131] For vehicles with rear-wheel steering, in a three-wheel steering scheme with the rear wheels off the ground, the steering center point corresponding to the minimum turning radius is determined by the intersection of the tire centerlines of the inner front wheel and the outer rear wheel at the maximum steering angle. Based on the above geometric principles, the instantaneous speed and instantaneous turning angle of each wheel can be derived as follows:

[0132]

[0133]

[0134]

[0135] From the above formula, the distance between the vehicle's center of gravity and the steering center point at this time can be obtained as:

[0136]

[0137] As can be seen, the three-wheel steering scheme with the rear wheels off the ground has the same formula for calculating the vehicle's turning radius (i.e., the distance between the vehicle's center of gravity and the steering center point) as the traditional four-wheel steering scheme. However, the formula for calculating the distance from the steering center point to the center of the left front wheel differs. The values ​​are different.

[0138] The three-wheel steering scheme under rear-wheel suspension condition achieves wheel position shifting for the maximum rear wheel steering angle by removing the constraint of the common steering center point of the four wheels in the traditional four-wheel steering scheme: the maximum steering angle that could originally only be achieved by the inner rear wheel. Now it can be reached from the outer rear wheel, thus bringing the steering center point much closer to the vehicle, and the distance from the steering center point to the center of the left front wheel... This shortens the vehicle's turning radius, thus effectively reducing its turning radius.

[0139] For vehicles with rear-wheel steering, in a three-wheel steering scheme with the front wheels off the ground, when the front wheels are off the ground and steering, based on the above geometric principles, the instantaneous velocity relationship of each wheel can be derived as follows:

[0140]

[0141]

[0142] From the above formula, the distance between the vehicle's center of gravity and the steering center point at this time can be obtained as:

[0143]

[0144] It is evident that in the three-wheel steering scheme with the front wheels suspended, the geometric position of the steering center point in the traditional four-wheel steering scheme is altered by suspending the front wheels, causing the steering center point to move significantly closer to the vehicle, thus increasing the vehicle's yaw rate. yaw rate The larger the radius, the greater the turning radius of the vehicle. The smaller the radius, the better. Therefore, the three-wheel steering scheme with the front wheels off the ground effectively reduces the turning radius of the vehicle.

[0145] In one possible implementation, we will take a vehicle without rear-wheel steering as the research object and focus on the typical working conditions of the vehicle turning left and having the minimum turning radius: Figure 5 The right side shows the steering kinematics analysis using the method proposed in this embodiment, corresponding to the three-wheel steering scheme under the condition of one-sided front wheel suspension; Figure 5 The left side shows a traditional four-wheel steering system, which serves as a baseline for comparison with the system in this embodiment. The following text will combine... Figure 5 The article elaborates on the differences in steering principles, operation processes, and technical effects between the two types of schemes.

[0146] For vehicles without rear-wheel steering, in a traditional four-wheel steering system, the turning radius of each wheel can be obtained from geometric principles as follows:

[0147]

[0148]

[0149]

[0150]

[0151] From the above formula, the distance between the vehicle's center of gravity and the steering center point is:

[0152]

[0153] For vehicles without rear-wheel steering, in a three-wheel steering system with the front wheels off the ground, the instantaneous velocity relationship of each wheel can be obtained from geometric principles as follows:

[0154]

[0155]

[0156]

[0157]

[0158] From the above formula, the distance between the vehicle's center of gravity and the steering center point is:

[0159]

[0160] It can be observed that:

[0161]

[0162] Therefore, even for vehicles without rear-wheel steering, the method proposed in this embodiment can significantly reduce the turning radius.

[0163] In one possible implementation, when the vehicle performs a steering operation using three-wheel steering, the non-suspended wheel (the wheel in contact with the ground), which is coaxial with the suspended wheel, is furthest from the steering center and has the most significant regulating effect on the vehicle's yaw rate and rotational speed. Therefore, the actual yaw rate of the vehicle can be monitored in real time and compared with a target yaw rate, which is calculated from the wheel speed and wheel steering radius. When the difference between the actual yaw rate and the target yaw rate exceeds a preset threshold, a braking torque is applied to the coaxial non-suspended wheel to correct the vehicle's driving state in real time. This suppresses vehicle deviation, sideslip, or instability caused by factors such as uneven road surface adhesion, wheel slippage, slope interference, or load shift. Simultaneously, it stabilizes the vehicle's rotational speed around the steering center, preventing the suspended wheel from accidentally landing due to drastic changes in vehicle posture, thus ensuring the smoothness and safety of the steering process. When the vehicle completes the suspended steering and exits the working condition, the non-suspended wheel, which is coaxial with the suspended wheel, is braked to quickly consume the vehicle's rotational kinetic energy, causing the yaw rate to converge rapidly to zero. This achieves a smooth recovery of the vehicle's attitude, ensuring a smooth switch to the conventional four-wheel driving mode and improving the stability and reliability of the vehicle's dynamic control.

[0164] S307, Obstacle Avoidance Judgment.

[0165] In this step, the vehicle's environmental perception system acquires environmental information about the vehicle's surroundings, including obstacles along the rotation path. When the environmental information indicates that the target suspended wheel will interfere with an obstacle during the steering process, a pre-set avoidance maneuver is executed to allow the vehicle to avoid the obstacle and complete the steering maneuver, effectively preventing the risk of the suspended wheel accidentally landing due to obstruction.

[0166] Specifically, the preset avoidance action can be at least one of the following: redefining the target suspended wheel avoidance action, adjusting the steering path avoidance action, and terminating the suspended steering function avoidance action. Redefining the target suspended wheel avoidance action involves redefining the target suspended wheel and controlling the active suspension system to adjust the suspension height of each wheel, shifting the vehicle's center of gravity in the opposite direction to the new target suspended wheel, thus allowing the vehicle to avoid the obstacle. Adjusting the steering path avoidance action involves adjusting the steering path to avoid the obstacle. Terminating the suspended steering function avoidance action involves terminating the suspended steering function and controlling the target suspended wheel to return to ground contact, thus allowing the vehicle to avoid the obstacle.

[0167] In one possible implementation, the vehicle uses cameras and radar to detect obstacles around the vehicle and their distances to obtain environmental information about the vehicle's surroundings. Based on this environmental information, it is determined whether the target suspended wheel will interfere with the obstacle during the turning process. If the determination result is yes, the target suspended wheel is re-identified, and the above process is repeated until the determination result is no.

[0168] In one possible implementation, if it is determined based on environmental information that any wheel will interfere with the obstacle during the steering process when it is the target suspended wheel, the obstacle can be avoided by adjusting the steering path, or the suspended steering function can be terminated and the target suspended wheel can be controlled to return to ground contact.

[0169] In one possible implementation, the steering path is adjusted to avoid obstacles by first outputting a suggestion for selecting the target suspended wheel on the vehicle's infotainment system. After receiving confirmation from the driver, the system continues to provide prompts, allowing the driver to move the wheel to a suitable position for suspended steering. For example, the infotainment system might display "Suggestion: Suspend the left front wheel. Click to confirm and follow the prompts to begin suspended steering." After receiving confirmation from the driver, the system provides instructions on moving the vehicle, allowing the driver to move the vehicle to a suitable position and properly steer by turning the steering wheel, thus improving the driver's experience with the suspended steering function.

[0170] In one possible implementation, the steering path is adjusted to avoid obstacles by first outputting a suggestion for the selection of the target suspended wheel on the vehicle's infotainment system, and after obtaining the driver's confirmation input for the suggestion, by coordinating and controlling the drive speed and steering angle of the non-suspended wheels, the vehicle body is moved at low speed and its position is finely adjusted, so that the vehicle is automatically adjusted to a suitable initial steering position, ensuring that the planned and predicted steering path can effectively avoid surrounding obstacles.

[0171] S308, Suspension steering fault exit judgment.

[0172] In this step, the normal load of each wheel and the lateral acceleration of the vehicle are monitored in real time. When the normal load of any non-suspended wheel is lower than a preset load threshold, or the lateral acceleration exceeds a preset acceleration threshold, the vehicle is determined to be in a state of instability risk. In response to the instability risk state, the target suspended wheel is controlled to return to ground contact, and the suspended steering function is terminated. The above technical means can effectively prevent the risk of vehicle instability caused by scenarios such as the driver quickly counter-steering, and improve vehicle driving safety and stability.

[0173] In one possible implementation, when a driver quickly counter-steers to change the vehicle's direction, it generates severe lateral inertia, leading to a sharp increase in lateral acceleration that can easily exceed a preset acceleration threshold. This also causes a rapid transfer of wheel load, significantly reducing the normal load on some non-suspended wheels, which can easily fall below a preset load threshold. If excessive lateral acceleration or insufficient normal load on non-suspended wheels is detected, the vehicle is immediately determined to be at risk of instability. The system then actively disengages the suspension steering function and restores the suspension to prevent loss of control. If the function needs to be used again, it must be retried to ensure driving stability.

[0174] In one possible implementation, when the hover steering function is activated, if a hardware or software malfunction related to hover steering occurs, such as a motor failure, insufficient suspension height, or communication failure, the torque of the vehicle's drive motors will be gradually reduced to 0 to restore the suspension height and ground the vehicle's four circuits. Finally, the hover steering function will be deactivated. At this point, it is determined that the hover steering function is faulty. After the diagnostic procedure is completed and the fault is resolved, the hover steering function will be reset to be usable.

[0175] S309, Suspension steering normal exit judgment.

[0176] In this step, if the absolute value of the steering wheel angle is less than the preset steering wheel angle threshold, it is determined that the hover steering function can be exited normally.

[0177] S310, Suspension Steering Exit.

[0178] In this step, the suspension is controlled to return to its original height, so that all four wheels of the vehicle are in contact with the ground and the vehicle returns to normal driving status. Throughout the process, the drive torque is limited to ensure that the vehicle remains stationary.

[0179] It should be noted that in all the scenarios mentioned above where suspension is raised or lowered, the vehicle's drive torque output is limited to 0 during the suspension raising or lowering process in order to keep the vehicle stationary.

[0180] This application provides a vehicle suspension steering control method. By acquiring at least one operating state parameter from the vehicle's slope, speed, suspension status, and fault status, a suspension steering command is generated when the slope is less than a preset slope threshold, the speed is less than a preset speed threshold, the suspension status meets the lifting capacity requirements, and the fault status is fault-free. In response to the suspension steering command, a target suspended wheel is identified. Subsequently, according to a preset phased control strategy, the active suspension system is controlled to sequentially adjust the suspension height of each non-suspended wheel to shift the vehicle's center of gravity in the opposite direction to the target suspended wheel. Then, the active suspension system is controlled to raise the suspension height of the target suspended wheel, causing it to detach from the ground, effectively preventing accidental landing and improving steering safety. Next, while the target suspended wheel remains suspended, the non-suspended wheels are controlled to drive according to a preset kinematic model, enabling the vehicle to perform steering operations in a three-wheel steering manner. This reduces the vehicle's turning radius without requiring additional wheel-side motors or rear-wheel steering mechanisms. Compared to traditional braking differential torque schemes, this completely eliminates tire wear problems and reduces the thermal load on the braking system. During steering operations, multiple judgments are made until the hover steering function is discontinued. These include obstacle avoidance judgment, which executes preset avoidance actions to allow the vehicle to avoid obstacles and complete the steering operation, effectively preventing the risk of the hovered wheels accidentally landing due to obstruction; hover steering failure discontinuation judgment, which uses real-time monitoring of normal load and acceleration changes to determine whether the hover steering function needs to be discontinued, effectively preventing vehicle instability risks caused by scenarios such as the driver quickly counter-steering, thus improving vehicle driving safety and stability; and hover steering normal discontinuation judgment, which determines that the hover steering function can be normally discontinued when the absolute value of the steering wheel angle is less than a preset steering wheel angle threshold. The above technical means are highly adaptable to existing vehicle models, requiring only that the vehicle suspension has height adjustment capabilities. Regardless of whether the vehicle is equipped with rear-wheel steering, the above technical means can effectively reduce the turning radius. At the same time, the above technical means do not require braking control during small-radius steering, which can avoid wheel wear caused by braking and ensure wheel lifespan, thus providing an economical and feasible steering optimization solution for mid-to-low-end new energy vehicles.

[0181] Based on any of the above embodiments, the following, in conjunction with Figure 6 This paper provides a detailed explanation of a vehicle suspension steering control method through specific examples.

[0182] S601, Input Information Collection.

[0183] It receives multi-dimensional input information, including lateral and longitudinal slope, vehicle speed, vehicle suspension configuration (i.e., suspension status in the aforementioned embodiments), and fault status, as well as driver's hovering steering requests.

[0184] S602, Determining the conditions for activating hover steering.

[0185] Based on multi-dimensional input information, the system determines the conditions for enabling hover steering. If the conditions are not met, the system maintains its current state and does not proceed to the hover steering process; if the conditions are met, the system proceeds to the next step: selecting the hover steering execution axis.

[0186] S603, Selecting the axle for suspended steering.

[0187] S604, Determining the direction of steering while suspended in mid-air.

[0188] After selecting the axle for hovering steering, the steering direction is identified by acquiring steering wheel input, thus clarifying the steering direction.

[0189] S605, The target wheel is suspended in the air by adjusting the suspension.

[0190] The target suspended wheel is determined based on the steering wheel input and the suspended steering actuator axis, and the target suspended wheel is lifted off the ground by suspension adjustment to achieve a suspended state.

[0191] S606, Suspension Steering Execution.

[0192] Once the target wheel is suspended in the air, the suspension steering execution phase begins, in which three-wheel steering operations are performed.

[0193] S607, Parallel Exit Condition Judgment.

[0194] During the hovering steering process, the system performs two types of exit condition judgments in parallel: hovering steering failure exit condition judgment and hovering steering normal exit condition judgment.

[0195] The suspension steering fault exit condition judgment is to directly trigger suspension steering exit when the fault exit condition is detected (such as vehicle instability, system abnormality, etc.); if it is not met, suspension steering continues to be executed.

[0196] The normal exit condition judgment for hover steering is triggered when the normal exit condition is met (such as the driver actively exiting or the operation ending). If the condition is not met, hover steering continues to be executed.

[0197] S608, Suspension steering function deactivated.

[0198] When any exit condition (fault or normal) is met, the system performs a hover steering exit and restores the vehicle to normal driving status.

[0199] It should be noted that, in Figure 6The processing steps S601-S608 shown in the embodiments do not constitute a specific limitation on a vehicle hovering steering control method. In other embodiments of this application, a vehicle hovering steering control method may include more than Figure 6 Embodiments may include more or fewer steps; for example, a vehicle hovering steering control method may include... Figure 6 Some steps in the embodiments, or, Figure 6 Some steps in the embodiments can be replaced by steps with the same function, or, Figure 6 Some steps in the embodiments can be broken down into multiple steps, etc.

[0200] Figure 7 This application provides a structural schematic diagram of a vehicle suspension steering control device, as shown below. Figure 7 As shown, the vehicle hovering steering control device 70 provided in this embodiment includes:

[0201] The response module 701 is used to determine the target suspended wheel in response to the suspended steering command.

[0202] The control module 702 is used to control the active suspension system to adjust the suspension height of each wheel, so that the vehicle's center of gravity shifts in the opposite direction to the target suspended wheel until the target suspended wheel leaves the ground.

[0203] The drive module 703 is used to control the non-suspended wheels to drive according to a preset kinematic model while the target suspended wheel is suspended, so that the vehicle can perform steering operations in a three-wheel steering manner.

[0204] In one possible implementation, the device further includes a data acquisition module, specifically used for:

[0205] The vehicle's operating status parameters are obtained, including at least one of the following: slope, vehicle speed, suspension status, and fault status.

[0206] When the slope is less than the preset slope threshold, the vehicle speed is less than the preset vehicle speed threshold, the suspension condition meets the lifting capacity requirements, and the fault condition is fault-free, a suspended steering command is generated.

[0207] In one possible implementation, the control module 702 is specifically used for:

[0208] According to the preset phased control strategy, the active suspension system is controlled to adjust the suspension height of each non-suspended wheel in sequence so that the vehicle's center of gravity shifts in the opposite direction to the target suspended wheel.

[0209] Control the active suspension system to raise the suspension height of the target suspended wheel, causing the target suspended wheel to detach from the ground.

[0210] The amount of suspension height adjustment is calculated in real time based on the vehicle dynamics model.

[0211] In one possible implementation, the control module 702 is further specifically used for:

[0212] In the first stage, the active suspension system is controlled to lower the suspension height of the wheel that is diagonally opposite the target suspended wheel.

[0213] In the second stage, the active suspension system is controlled to adjust the suspension height of the wheels that are coaxial with the target suspended wheel and the wheels on the same side.

[0214] In one possible implementation, the acquisition module is further configured to:

[0215] The vehicle's environmental perception system acquires information about the environment around the vehicle, including obstacles along the rotation path.

[0216] Accordingly, the control module 702 is also used for:

[0217] When the environmental information indicates that the target suspended wheel will interfere with the obstacle during the steering process, a preset avoidance action is executed to enable the vehicle to avoid the obstacle and complete the steering operation.

[0218] In one possible implementation, the preset avoidance action includes at least one of the following:

[0219] The target suspended wheel is redefined, and the active suspension system is controlled to adjust the suspension height of each wheel, causing the vehicle's center of gravity to shift in the opposite direction to the new target suspended wheel.

[0220] Adjust the steering path to avoid obstacles.

[0221] Terminate the hover steering function and control the target hover wheel to restore ground contact.

[0222] In one possible implementation, the acquisition module is further configured to:

[0223] Real-time monitoring of the normal load on each wheel and the lateral acceleration of the vehicle.

[0224] Accordingly, the control module 702 is also used for:

[0225] When the normal load on any non-suspended wheel is lower than a preset load threshold, or the lateral acceleration exceeds a preset acceleration threshold, the vehicle is determined to be in an instability risk state. In response to the instability risk state, the target suspended wheel is controlled to return to ground contact, and the suspension steering function is terminated.

[0226] This embodiment provides a vehicle suspension steering control device that can execute the method provided in the above-described method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0227] Figure 8 A schematic diagram of the structure of the electronic device provided in this application. Figure 8 As shown, the electronic device 80 provided in this embodiment includes at least one processor 801 and a memory 802. Optionally, the electronic device 80 further includes a communication component 803. The processor 801, memory 802, and communication component 803 are connected via a bus 804.

[0228] In a specific implementation, at least one processor 801 executes computer execution instructions stored in memory 802, causing at least one processor 801 to perform the above-described method.

[0229] The specific implementation process of processor 801 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0230] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0231] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0232] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0233] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0234] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0235] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0236] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0237] The division of units is merely a logical functional division; 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 coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0238] 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.

[0239] In addition, the functional units in the various embodiments of the present invention 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.

[0240] If a function 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, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0241] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0242] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A method for controlling vehicle suspension and steering, characterized in that, Applied to vehicles equipped with an active suspension system, the method includes: In response to the hovering steering command, the target hovering wheel is identified; The active suspension system is controlled to adjust the suspension height of each wheel, causing the vehicle's center of gravity to shift in the opposite direction to the target suspended wheel until the target suspended wheel leaves the ground. While the target suspended wheel remains suspended, the non-suspended wheel is controlled to drive according to a preset kinematic model, so that the vehicle performs a steering operation in a three-wheel steering manner.

2. The method according to claim 1, characterized in that, Before determining the target hovering wheel in response to the hovering steering command, the method further includes: The vehicle's operating status parameters are obtained, including at least one of gradient, vehicle speed, suspension status, and fault status. The suspension steering command is generated when the slope is less than a preset slope threshold, the vehicle speed is less than a preset vehicle speed threshold, the suspension status meets the lifting capacity requirements, and the fault status is fault-free.

3. The method according to claim 1, characterized in that, The step of controlling the active suspension system to adjust the suspension height of each wheel, causing the vehicle's center of gravity to shift in the opposite direction to the target suspended wheel, until the target suspended wheel leaves the ground, includes: According to the preset phased control strategy, the active suspension system is controlled to adjust the suspension height of each of the non-suspended wheels in sequence, so that the vehicle's center of gravity shifts in the opposite direction to the target suspended wheel; The active suspension system is controlled to raise the suspension height of the target suspended wheel, causing the target suspended wheel to leave the ground contact. The adjustment amount of the suspension height is calculated in real time based on the vehicle dynamics model.

4. The method according to claim 3, characterized in that, The step of controlling the active suspension system to sequentially adjust the suspension height of each wheel according to a preset phased control strategy includes: In the first stage, the active suspension system is controlled to lower the suspension height of the wheel that is diagonally opposite to the target suspended wheel; In the second stage, the active suspension system is controlled to adjust the suspension height of the wheels coaxial with the target suspended wheel and the wheels on the same side.

5. The method according to claim 1, characterized in that, The steering operation includes the following steps: The vehicle's environmental perception system acquires environmental information about the vehicle's surroundings, including obstacles along the rotation path. When it is determined, based on the environmental information, that the target suspended wheel will interfere with the obstacle during the turning process, a preset avoidance action is executed so that the vehicle avoids the obstacle and completes the turning operation.

6. The method according to claim 5, characterized in that, The preset avoidance action includes at least one of the following: The target suspended wheel is redefined, and the active suspension system is controlled to adjust the suspension height of each wheel so that the center of gravity of the vehicle shifts in the opposite direction to the new target suspended wheel. Adjust the steering path to avoid the obstacle; The hovering steering function is terminated, and the target hovering wheel is controlled to return to ground contact.

7. The method according to claim 1, characterized in that, The steering operation includes the following steps: Real-time monitoring of the normal load on each wheel and the lateral acceleration of the vehicle; When the normal load of any of the non-suspended wheels is lower than a preset load threshold, or the lateral acceleration exceeds a preset acceleration threshold, the vehicle is determined to be in a state of instability risk. In response to the instability risk state, the target suspended wheel is controlled to restore ground contact and the suspended steering function is terminated.

8. A vehicle suspension steering control device, characterized in that, Applied to vehicles equipped with an active suspension system, the device includes: The response module is used to determine the target suspended wheel in response to steering commands; The control module is used to control the active suspension system to adjust the suspension height of each wheel, so that the vehicle's center of gravity shifts in the opposite direction to the target suspended wheel until the target suspended wheel leaves the ground. The drive module is used to control the non-suspended wheels to drive according to a preset kinematic model while the target suspended wheel is kept suspended, so that the vehicle performs steering operations in a three-wheel steering manner.

9. An electronic device, characterized in that, include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1 to 7.

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