Vehicle control method, computer program product, storage medium, vehicle controller, and vehicle

Abstract

This invention proposes a vehicle control method, a computer program product, a storage medium, a vehicle controller, and a vehicle. According to the vehicle control method proposed by this invention, during the operation of the vehicle's anti-lock braking system (ABS), suspension state data of the vehicle's active suspension and braking force data applied at the vehicle's wheels can be acquired. This allows for the determination of the vehicle's first yaw moment based on the suspension state data and the braking force data. Furthermore, based on the vehicle's first yaw moment, a suspension control command is generated for the active suspension. This enables the vehicle to respond to the suspension control command by adjusting the suspension parameters of the active suspension to reduce the vehicle's yaw moment.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle control method, a computer program product, a storage medium, a vehicle controller, and a vehicle. Background Technology

[0002] Some cars are beginning to be equipped with anti-lock braking systems (ABS), which automatically adjust the braking force applied to the wheels during braking to prevent brake lock-up and wheel slippage, thereby improving vehicle stability during braking. However, there are also some potential problems and risks associated with the implementation of ABS. For example, when driving on roads with significantly different road conditions, if the ABS requires a large difference in the braking force applied to different wheels, it can easily generate a large yaw moment, causing the vehicle to drift and affecting its stability and safety. Summary of the Invention

[0003] Based on this, the present invention provides a vehicle control method, a computer program product, a storage medium, a vehicle controller, and a vehicle. By using this vehicle control method, during the operation of the vehicle's anti-lock braking system, the suspension parameters of the vehicle's active suspension can be controlled and adjusted to reduce the vehicle's yaw moment, thereby improving vehicle stability and safety while ensuring the performance of the vehicle's anti-lock braking system.

[0004] On one hand, the present invention provides a vehicle control method, the method comprising:

[0005] During the operation of the vehicle's anti-lock braking system, the suspension status data of the vehicle's active suspension and the braking force data applied at the vehicle's wheels are acquired.

[0006] Based on the suspension status data and the braking force data, the first yaw moment of the vehicle is determined;

[0007] Based on the first yaw moment of the vehicle, a suspension control command is generated for the active suspension; wherein the suspension control command is used to control and adjust the suspension parameters of the active suspension to reduce the yaw moment of the vehicle.

[0008] Furthermore, in some embodiments, determining the first yaw moment of the vehicle based on the suspension state data and the braking force data includes:

[0009] Based on the suspension height data at each wheel in the suspension state data, the target lever arm data corresponding to the braking force applied at the wheel of the vehicle is determined; wherein, when the suspension height data at at least some of the wheels of the vehicle are different, the target lever arm data corresponding to the braking force applied at at least some of the wheels are different.

[0010] The first yaw moment of the vehicle is calculated based on the braking force data applied at the wheels and the target lever arm data.

[0011] Furthermore, in some embodiments, determining the target lever arm data corresponding to the braking force applied at the wheels of the vehicle based on the suspension height data at each wheel in the suspension state data includes:

[0012] Determine the lever arm calibration data that corresponds to both the suspension height data and the current steering wheel angle data of the vehicle, and obtain the target lever arm data; or,

[0013] The suspension height data and the current steering wheel angle data of the vehicle are input into the preset vehicle model of the vehicle to obtain the target lever arm data output by the preset vehicle model.

[0014] Furthermore, in some embodiments, generating suspension control commands for the active suspension based on the first yaw moment of the vehicle includes:

[0015] Based on the first yaw moment of the vehicle, a target yaw moment is determined to be generated by controlling the vehicle; wherein the target yaw moment is less than the first yaw moment;

[0016] Determine the target suspension parameters that the active suspension needs to have when controlling the vehicle to generate the target yaw moment;

[0017] Generate suspension control commands for controlling the active suspension with the target suspension parameters.

[0018] Furthermore, in some embodiments, determining the target suspension parameters required for the active suspension to generate the target yaw moment when controlling the vehicle includes:

[0019] Determine suspension calibration data that corresponds to the target yaw moment, the current steering wheel angle data of the vehicle, and the braking force data applied at the wheels of the vehicle; wherein, the suspension calibration data is data used to reflect the target suspension parameters.

[0020] Furthermore, in some embodiments, after generating the suspension control command for the active suspension based on the first yaw moment of the vehicle, the process includes:

[0021] Obtain the latest suspension status data of the vehicle's active suspension and the latest braking force data applied at the vehicle's wheels;

[0022] Based on the latest suspension status data and the latest braking force data, determine the second yaw moment of this vehicle;

[0023] Based on the second yaw moment of the vehicle, determine whether the preset condition for stopping the adjustment of the active suspension is met, and obtain the judgment result;

[0024] If the judgment result indicates that the preset condition is not met, then based on the second yaw moment, a control command is generated to adjust the suspension parameters of the active suspension.

[0025] If the judgment result indicates that the preset condition is met, then the generation of control commands for adjusting the suspension parameters of the active suspension is prohibited.

[0026] Furthermore, in some embodiments, the suspension parameters of the active suspension include at least one of the following: suspension height parameter, stiffness parameter, damping parameter, and active force parameter.

[0027] On the other hand, the present invention also provides a computer program product comprising a computer program that, when executed, implements the steps of the above-described method.

[0028] On the other hand, the present invention also provides a storage medium having a computer program stored thereon, which, when executed, implements the steps of the above-described method.

[0029] On the other hand, the present invention also provides a vehicle controller, comprising: a processor and a memory; wherein the memory stores a computer program adapted to be loaded by the processor and to execute the steps of the above-described method.

[0030] On the other hand, the present invention also provides a vehicle including the vehicle controller described above.

[0031] According to the vehicle control method provided by the present invention, during the operation of the anti-lock braking system (ABS) of the vehicle, suspension state data of the active suspension and braking force data applied at the wheels of the vehicle can be acquired to determine the first yaw moment of the vehicle based on the suspension state data and the braking force data. Then, based on the first yaw moment of the vehicle, a suspension control command is generated for the active suspension. By enabling the vehicle to adjust the suspension parameters of the active suspension in response to the suspension control command to reduce the yaw moment of the vehicle, not only can the vehicle stability and safety during the operation of the ABS be improved, but also, since it is not necessary to control the reduction of the braking force applied to each wheel by the ABS, it is even permissible to increase the braking force applied to at least some wheels by the ABS. Therefore, the vehicle braking performance during the implementation of the ABS can be guaranteed or even improved.

[0032] It should be understood that the description in the Summary of the Invention is not intended to limit the key or essential features of the embodiments of the present invention, nor is it intended to restrict the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0033] Figure 1 This is a flowchart illustrating a vehicle control method provided in an embodiment of the present invention.

[0034] Figure 2 This is a schematic diagram of a vehicle driving scenario provided by an embodiment of the present invention;

[0035] Figure 3 This is a schematic diagram of the structure of a vehicle controller provided in an embodiment of the present invention. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below in conjunction with specific embodiments and corresponding drawings. Obviously, the described embodiments are only a part of the embodiments of this invention, and not all of them. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0037] In the description of one or more embodiments of the present invention, the term "comprising" and similar terms should be understood as open-ended inclusion, i.e., "including but not limited to". The term "based on" should be understood as "at least partially based on". The term "one embodiment" or "the embodiment" should be understood as "at least one embodiment". The terms "first", "second", etc., may refer to different or the same objects. Other explicit and implicit definitions may also be included below.

[0038] Anti-lock braking systems (ABS) in vehicles reduce the braking force applied to the wheels to prevent wheel lock-up, thereby reducing the risk of loss of control and skidding. However, because ABS reduces the braking force applied to the wheels, it can easily lead to a longer braking distance, affecting the overall braking efficiency of the vehicle. Furthermore, when there is a significant difference in the coefficient of friction between the left and right wheels and the road surface, ABS typically needs to apply significantly different braking forces to the left and right wheels. This can easily generate a large yaw moment, causing the vehicle to veer off course and affecting its stability and safety. Currently, it is generally necessary to further reduce the braking force applied by ABS at at least some wheels to reduce the yaw moment, which can further affect the vehicle's braking performance. Therefore, how to reduce the yaw moment while ensuring the vehicle's braking performance during ABS implementation, in order to improve vehicle stability and safety, has become a pressing technical problem that needs to be solved.

[0039] Based on this, the present invention proposes a vehicle control method. This method can acquire suspension state data of the vehicle's active suspension and braking force data applied to the wheels during the operation of the vehicle's anti-lock braking system (ABS). This allows for the determination of the vehicle's first yaw moment based on the suspension state data and the braking force data. Furthermore, based on the first yaw moment, a suspension control command is generated for the active suspension. By enabling the vehicle to adjust the suspension parameters of the active suspension in response to the suspension control command, thereby reducing the vehicle's yaw moment, not only can the vehicle's stability and safety during ABS operation be improved, but also, since it eliminates the need to control the reduction of braking force applied to each wheel by the ABS, and even allows for an increase in the braking force applied to at least some wheels by the ABS, the vehicle's braking performance during ABS implementation can be guaranteed or even improved.

[0040] Please see Figure 1 This is a flowchart illustrating a vehicle control method provided in an embodiment of the present invention. From a programming perspective, the entity executing this process can be an application program installed on a vehicle control device or in a vehicle. Alternatively, the entity executing this process can also be the vehicle control device or the vehicle, or other devices capable of communicating with the vehicle control device or the vehicle; no specific limitation is made in this regard.

[0041] The following is about Figure 1 The process shown will be described in detail. The vehicle control method may specifically include the following steps:

[0042] Step S102: During the operation of the vehicle's anti-lock braking function, acquire the suspension status data of the vehicle's active suspension and the braking force data applied at the vehicle's wheels.

[0043] In this embodiment of the invention, active suspension can refer to a suspension system that can dynamically adjust suspension parameters according to the vehicle's driving conditions (e.g., the vehicle's motion state and road conditions) to change its damping performance. In practical applications, the types of suspension parameters that can be adjusted by active suspension can be various, such as suspension height parameters, stiffness parameters, damping parameters, and active force parameters, etc., without specific limitations.

[0044] The suspension height parameter reflects the current vertical dimension of the active suspension and the vertical deformation of the active suspension relative to when the vehicle is at rest. The stiffness parameter reflects the active suspension's ability to resist deformation under external forces. Generally, a higher stiffness parameter results in a smaller vertical deformation. The damping parameter reflects the active suspension's ability to dissipate energy during vibration. Generally, a higher damping parameter results in a smaller vertical deformation. The active force parameter reflects the main force applied by an additional power unit (e.g., a motor, hydraulic pump, etc.) mounted on the suspension. The active force can be of various types, such as an upward or downward force, allowing for flexible adjustment of vehicle attitude. Currently, this type of active suspension capable of applying active force is also referred to as a fully active suspension.

[0045] In this embodiment of the invention, yaw moment can refer to the torque experienced by an object during rotation, and its unit can be Newton-meter (N·m). In the context of a vehicle, since the origin of the vehicle coordinate system can usually coincide with the vehicle's center of mass, and the X-axis can be parallel to the ground and point forward, the Y-axis can be parallel to the ground and point to the driver's left, and the Z-axis can be perpendicular to the ground and point upward, the vehicle yaw moment can refer to the torque generated by the vehicle around the Z-axis of the vehicle coordinate system during driving. Typically, the magnitude of the vehicle yaw moment may depend on factors such as the vehicle's structural design, center of gravity position, suspension status, and braking force applied at the wheels.

[0046] Therefore, to avoid excessive yaw moment during the operation of the vehicle's anti-lock braking system (ABS), suspension status data of the vehicle's active suspension and braking force data applied at the wheels can be obtained to calculate the current yaw moment. The ABS system can include either a system that applies inconsistent braking force to multiple wheels, or a system that applies consistent braking force to multiple wheels; there is no specific limitation. The suspension status data can include, but is not limited to, suspension height data, suspension speed data, suspension acceleration data, suspension parameter data, and control current / voltage signal data reflecting suspension parameters; there is no specific limitation in this regard.

[0047] In practical applications, after obtaining the suspension status data of the vehicle's active suspension and the braking force data applied to the wheels, it is possible to check whether the suspension status data and the braking force data are authentic and reliable. If so, subsequent steps can be executed; otherwise, the process can proceed to the end step. This is beneficial for ensuring... Figure 1 The accuracy and reliability of the suspension control commands generated by the Chinese method for the active suspension of this vehicle.

[0048] Step S104: Determine the first yaw moment of the vehicle based on the suspension status data and the braking force data.

[0049] In this embodiment of the invention, during vehicle operation, differences in the suspension states of the active suspension mounted above each wheel can cause a shift in the vehicle's center of gravity, affecting the lever arm of the braking force applied to each wheel and consequently the magnitude of the vehicle's yaw moment. That is, even with specific forces applied to each wheel, differences in the suspension states of the active suspension mounted above each wheel can lead to variations in the actual yaw moment generated by the vehicle. Therefore, by combining the current suspension state data of the active suspension and the braking force data applied to each wheel, the first yaw moment currently generated by the vehicle can be accurately calculated.

[0050] Step S106: Based on the first yaw moment of the vehicle, generate a suspension control command for the active suspension; wherein the suspension control command is used to control and adjust the suspension parameters of the active suspension to reduce the yaw moment of the vehicle.

[0051] In this embodiment of the invention, if the first yaw moment generated by the vehicle is large, thereby affecting the stability and safety of the vehicle, the yaw moment of the vehicle can be reduced by generating a suspension control command for the active suspension of the vehicle according to actual needs, thereby adjusting the suspension parameters of the active suspension set above at least some of the wheels.

[0052] Figure 1 The method described herein generates suspension control commands for the vehicle's active suspension during the operation of the anti-lock braking system (ABS). This reduces the vehicle's yaw moment by adjusting the suspension parameters of the active suspension located above at least some of the wheels. Since the yaw moment can be reduced without decreasing the braking force applied to each wheel where the ABS is located, the vehicle's stability and safety during ABS operation can be improved while maintaining the braking performance of the ABS. Furthermore, if the yaw moment generated by adjusting the active suspension parameters to reduce the vehicle's yaw moment is less than the maximum permissible yaw moment, the ABS can appropriately increase the braking force applied to at least some of the wheels, thereby improving vehicle braking performance while maintaining vehicle stability and safety. This method is highly practical.

[0053] In one feasible implementation, determining the first yaw moment of the vehicle based on the suspension state data and the braking force data may include:

[0054] Based on the suspension height data at each wheel in the suspension state data, the target lever arm data corresponding to the braking force applied at the wheel of the vehicle is determined; wherein, when the suspension height data at at least some of the wheels of the vehicle are different, the target lever arm data corresponding to the braking force applied at at least some of the wheels will be different.

[0055] The first yaw moment of the vehicle is calculated based on the braking force data applied at the wheels and the target lever arm data.

[0056] In this embodiment of the invention, when one side of the vehicle body is higher than the other side, the center of gravity of the axle will be biased towards the lower side of the vehicle body. This causes the lever arm corresponding to the braking force applied by the wheel located on the lower side of the vehicle body to become shorter, and the lever arm corresponding to the braking force applied by the wheel located on the higher side of the vehicle body to become larger. This affects the magnitude of the vehicle yaw moment calculated based on the braking force applied at the wheel and the corresponding lever arm.

[0057] Based on this, since the suspension heights of the active suspension above each wheel of the vehicle differ, the vehicle's height may vary at different locations, which in turn affects the lever arm of the braking force applied to the wheels at those locations. Therefore, the target lever arm data corresponding to the applied braking force at each wheel can be determined based on the suspension height data at each wheel in the suspension state data. This allows for the accurate calculation of the vehicle's first yaw moment based on the applied braking force data at the wheels and the target lever arm data.

[0058] In practical applications, the yaw moment can be equal to the product of the force perpendicular to the axis of rotation and the lever arm, where the length of the lever arm can be the perpendicular distance from the axis of rotation to the line of action of the force. Based on this, in a vehicle scenario, the product of the braking force applied at each wheel and the corresponding target lever arm data can be calculated separately to obtain the yaw moment corresponding to each wheel. Then, the yaw moments corresponding to each wheel are superimposed to form the first yaw moment of the vehicle.

[0059] It is understandable that when the left and right wheels are subjected to braking force in the same direction, the direction of the yaw moment generated by the two wheels may be different (e.g., clockwise or counterclockwise). Therefore, when superimposing the yaw moments corresponding to each wheel of the vehicle, it is not possible to simply calculate the sum of the values ​​of the yaw moments corresponding to each wheel. Instead, the directionality of the yaw moments corresponding to each wheel should be considered to determine the specific superposition method, thereby ensuring the accuracy of the calculated first yaw moment of the vehicle. This will not be elaborated further.

[0060] Figure 2 This is a schematic diagram of a vehicle driving scenario provided by an embodiment of the present invention; to facilitate understanding of the calculation principle of the first yaw moment of this vehicle, it is combined with... Figure 2 The content in the document provides examples to illustrate this. For example... Figure 2 As shown, it is assumed that the vehicle has a left front wheel 201, a right front wheel 202, a left rear wheel 203 and a right rear wheel 204, and that the anti-lock braking system is activated to brake each wheel while the vehicle is traveling in the direction indicated by arrow 205.

[0061] If the coefficient of friction on the road where the left side of the vehicle is located is higher than that on the road where the right side of the vehicle is located is lower, then to prevent wheel lock-up, it is usually necessary to reduce the braking force applied to the right wheels to some extent. This would result in the braking force applied to the left wheels being greater than that applied to the right wheels. Assuming that the lever arm lengths corresponding to the braking forces applied to each wheel are the same, the vehicle may generate a first yaw moment in the counterclockwise direction about the vertical axis passing through the vehicle's center of gravity 206.

[0062] When the suspension height data at each wheel of the vehicle is consistent, the center of gravity between the left and right wheels can be at a preset position (e.g., position 207). This preset position can be the center of gravity of the axle when the vehicle is stationary in a horizontal state, and is typically related to the vehicle's structural design. However, if the suspension height data at each wheel differs, the center of gravity between the left and right wheels can deviate from the preset position and be at another position on the axle (e.g., position 208), thus changing the lever arm length corresponding to the braking force applied to the left and right wheels. Therefore, it is necessary to determine the target lever arm data corresponding to the braking force applied to each wheel by combining the current suspension height data at each wheel. Then, based on the braking force applied to each wheel and its corresponding target lever arm data, the first yaw moment generated by the vehicle can be accurately calculated.

[0063] In one feasible implementation, determining the target lever arm data corresponding to the braking force applied at the wheels of the vehicle based on the suspension height data at each wheel in the suspension state data may include:

[0064] Determine the lever arm calibration data that corresponds to both the suspension height data and the vehicle's current steering wheel angle data to obtain the target lever arm data. Alternatively,

[0065] The suspension height data and the current steering wheel angle data of the vehicle are input into the preset vehicle model of the vehicle to obtain the target lever arm data output by the preset vehicle model.

[0066] In this embodiment of the invention, since the vehicle yaw moment is affected not only by the vehicle's center of gravity but also by the wheel angle, in order to simplify the process of solving the vehicle yaw moment, a lever arm calibration data that corresponds to various suspension height data and steering wheel angle data can be pre-calibrated. Subsequently, the product of the braking force applied at the wheel and the lever arm calibration data can be directly calculated as the contribution of the wheel to the vehicle yaw moment.

[0067] In practical applications, a calibrated vehicle with the active suspension at a specific height can be driven in advance, and the steering wheel angle can be continuously adjusted during driving. This allows for the measurement and calculation of the lever arm length corresponding to the braking force applied at each wheel. By combining the measurement results with actual needs, a correspondence can be established between suspension height data, steering wheel angle data, and lever arm calibration data. Subsequently, during execution... Figure 1When using the method described above, the target lever arm data corresponding to the braking force applied at each wheel of the vehicle can be easily and quickly determined based on the above calibration results, the current suspension height of the active suspension, and the current steering wheel angle of the vehicle. This allows for the determination of the vehicle's first yaw torque, which is convenient and quick.

[0068] In this embodiment of the invention, the vehicle simulation model can integrate knowledge from fields such as dynamics, aerodynamics, thermodynamics, and electrical engineering through a multidisciplinary coupling approach to improve simulation accuracy and reliability. As high-precision vehicle simulation models can gradually replace some real-vehicle testing, they are increasingly being applied to scenarios such as control system development, driver assistance system testing, and autonomous driving system verification, rapidly advancing automotive advancements in intelligence and safety.

[0069] Based on this, vehicle virtual simulation technology can be used to pre-build a preset vehicle model corresponding to the actual vehicle. This preset vehicle model then has the ability to combine input suspension height data and steering wheel angle data to output the lever arm length corresponding to the braking force applied at each wheel of the vehicle. This facilitates the execution of... Figure 1 The method described above involves inputting the current suspension height of the vehicle's active suspension and the current steering wheel angle into a preset vehicle model. This allows for the acquisition of accurate target lever arm data corresponding to the braking force applied at each wheel, thereby determining the vehicle's first yaw torque. It is understood that the preset vehicle model can be deployed either in the vehicle's controller or on a cloud server; no specific limitation is made.

[0070] In one feasible implementation, generating suspension control commands for the active suspension based on the first yaw moment of the vehicle may include:

[0071] Based on the first yaw moment of the vehicle, a target yaw moment is determined to be generated by controlling the vehicle; wherein the target yaw moment is less than the first yaw moment.

[0072] Determine the target suspension parameters required for the active suspension to generate the target yaw moment when controlling the vehicle.

[0073] Generate suspension control commands for controlling the active suspension with the target suspension parameters.

[0074] In this embodiment of the invention, when it is necessary to reduce the vehicle's yaw torque by adjusting the suspension parameters of the vehicle's active suspension, the target yaw torque that will be generated subsequently by the vehicle can be determined by first combining the first yaw torque currently generated by the vehicle. Furthermore, it can be determined that, while keeping the braking force applied to each wheel of the vehicle constant, the target suspension parameters required for the vehicle's active suspension to generate the target yaw torque can be determined. This allows for the generation of a suspension control command to adjust the current suspension parameters of the vehicle's active suspension to the target suspension parameters. By responding to this suspension control command and adjusting the parameters of the active suspension, the vehicle can generate a smaller target yaw torque, which is beneficial for ensuring the vehicle's operational stability and safety.

[0075] In practical applications, if Figure 1 If the executing entity of the method is the controller of the active suspension, then... Figure 1 The executor of the method can independently execute the suspension control commands it generates to adjust the parameters of the active suspension. However, if... Figure 1 If the actuator of the method and the controller of the active suspension are different vehicle controllers, then... Figure 1 The executing entity of the method may also perform the step of sending the suspension control command to the controller of the active suspension, so that the controller of the active suspension can obtain and execute the suspension control command, without being specifically limited in this regard.

[0076] In one feasible implementation, determining the target suspension parameters required for the active suspension to generate the target yaw moment when controlling the vehicle may include:

[0077] Determine suspension calibration data that corresponds to the target yaw moment, the current steering wheel angle data of the vehicle, and the braking force data applied at the wheels of the vehicle; wherein, the suspension calibration data is data used to reflect the target suspension parameters.

[0078] In this embodiment of the invention, a calibrated vehicle can be driven in advance for measurement and calculation to establish the correspondence between the vehicle's steering wheel angle, braking force applied at the wheels, yaw moment, and suspension calibration data. This facilitates the execution of... Figure 1 When using the method described above, the target suspension parameters required for the active suspension of this vehicle can be determined conveniently and quickly based on the calibration results, the current steering wheel angle, the current braking force applied to each wheel, and the target yaw moment required by the vehicle.

[0079] In practical applications, the suspension parameters of the active suspension may include at least one of the following: suspension height parameters, stiffness parameters, damping parameters, and active force parameters. The magnitudes of the above suspension parameters are usually related to the control current and voltage of the active suspension. Therefore, the suspension calibration data included in the calibration results generated during the vehicle calibration stage can be either the values ​​of the above suspension parameters or the values ​​of the control current and voltage required to control the vehicle with the above suspension parameters. This provides good flexibility and is not specifically limited in this regard.

[0080] Understandably, when there is a significant difference in the coefficient of friction between the left and right wheels of a vehicle, the anti-lock braking system (ABS) will typically prioritize preventing the wheel with the lower coefficient of friction from locking up. This reduces the braking force applied to the wheel with the lower coefficient of friction, leading to an imbalance in braking force between the left and right wheels and causing yaw moment. Therefore, to reduce the yaw moment, it may be necessary to shorten the lever arm of the wheel with the higher braking force, i.e., shorten the lever arm of the wheel with the higher coefficient of friction. This requires shifting the center of gravity of the axle towards the wheel with the higher coefficient of friction.

[0081] In practical applications, when one side of the vehicle is higher than the other, the center of gravity of the axle will shift towards the side with the lower body height. Therefore, when it is necessary to move the center of gravity of the axle towards the wheel with the higher coefficient of friction, the suspension height of the active suspension above the wheel with the higher coefficient of friction should typically be reduced, or the suspension height of the active suspension above the wheel with the lower coefficient of friction should be increased. Based on this, when a target yaw moment of a smaller value is required, the determined target suspension parameters, relative to the vehicle's current suspension parameters, can typically control the reduction of the suspension height of the active suspension at the wheel with the higher coefficient of friction, or the increase of the suspension height of the active suspension at the wheel with the lower coefficient of friction.

[0082] Of course, if the anti-lock braking system of this vehicle does not reduce the braking force applied to the wheel with a lower coefficient of friction than the braking force applied to the wheel with a higher coefficient of friction, then the determined target suspension parameters, compared to the current suspension parameters of this vehicle, can usually control and reduce the suspension height of the active suspension set on the wheel with the greater braking force, or increase the suspension height of the active suspension set on the wheel with the less braking force. This will not be elaborated further.

[0083] Understandably, when the target suspension parameter is the suspension height parameter, the height of the active suspension can usually be accurately adjusted to effectively control the yaw torque generated by the vehicle. However, when the target suspension parameters are stiffness, damping, and active force parameters, the height of the active suspension can be indirectly adjusted by adjusting the ease of deformation of the active suspension, offering greater flexibility.

[0084] In one feasible implementation, after generating the suspension control command for the active suspension based on the first yaw moment of the vehicle, it may include:

[0085] Obtain the latest suspension status data of the vehicle's active suspension and the latest braking force data applied at the vehicle's wheels.

[0086] Based on the latest suspension status data and the latest braking force data, the second yaw moment of this vehicle is determined.

[0087] Based on the second yaw moment of the vehicle, it is determined whether the preset conditions for stopping the adjustment of the active suspension are met, and the determination result is obtained.

[0088] If the judgment result indicates that the preset condition is not met, then based on the second yaw moment, a control command is generated to adjust the suspension parameters of the active suspension.

[0089] If the judgment result indicates that the preset condition is met, then the generation of control commands for adjusting the suspension parameters of the active suspension is prohibited.

[0090] In this embodiment of the invention, in order to effectively control the yaw moment generated by the vehicle, after generating and executing the suspension control command for the active suspension of the vehicle generated in step S106, it is also necessary to check whether the newly generated second yaw moment of the vehicle meets the requirements for ensuring the safe and stable operation of the vehicle. If it meets the requirements, it is not necessary to continue to adjust the suspension parameters of the active suspension to regulate the vehicle yaw moment; if it does not meet the requirements, the suspension parameters of the active suspension can continue to be adjusted to regulate the vehicle yaw moment, which is beneficial to ensuring the stability and safety of the vehicle during driving.

[0091] In practical applications, the principle used to determine the second yaw moment of this vehicle is based on the latest suspension condition data and the latest braking force data. Figure 1 The principle used to determine the first yaw moment of this vehicle based on the suspension status data and braking force data shown in the figure can be consistent, and will not be elaborated further.

[0092] In practical applications, the specific content of the preset conditions for stopping adjustments to the vehicle's active suspension can be set according to actual needs. For example, the preset conditions may include: the second yaw moment being less than or equal to a first threshold, or the decrease in the vehicle's yaw moment reaching a second threshold, or the duration of the continuous decrease in the vehicle's yaw moment reaching a third threshold, etc., without specific limitations. If the preset conditions for stopping adjustments to the vehicle's active suspension are not met, then the following can be used: Figure 1 Based on the principle of generating suspension control commands for the active suspension based on the first yaw moment of the vehicle, control commands for adjusting the suspension parameters of the active suspension are generated based on the second yaw moment until the above preset conditions are met, which helps to ensure the stability and safety of the vehicle during driving.

[0093] Understandably, when the suspension parameters of the vehicle's active suspension are adjusted to change the lever arm length corresponding to the braking force applied to each wheel, thereby reducing the first yaw moment generated by the vehicle to a second yaw moment, it is generally permissible for the anti-lock braking system (ABS) to increase the braking force applied to at least some wheels (e.g., the wheel on the side where the center of gravity is closer to the axle) to a certain extent. As long as the yaw moment generated by the vehicle is not excessive, the vehicle's braking performance can be improved while maintaining the same level of driving stability. Therefore, the vehicle control method provided in the embodiments of this specification can not only improve the vehicle's stability and safety during the operation of the ABS, but also allow for an increase in the braking force applied to at least some wheels by the ABS, thereby improving the vehicle's braking performance when the ABS is activated.

[0094] The present invention also provides a computer program product comprising a computer program that, when executed, implements the steps of the vehicle control method as described in the above embodiments. The specific execution process can be found in the detailed descriptions in the above embodiments, and will not be repeated here.

[0095] The present invention also provides a storage medium that can store a computer program. When the computer program is executed, it can implement the vehicle control methods of the above embodiments. For the specific execution process, please refer to the specific descriptions in the above embodiments, which will not be repeated here.

[0096] In one embodiment, the present invention also provides Figure 3 The diagram shows the structure of the vehicle controller. Figure 3At the hardware level, the vehicle controller may include a processor 31 and a memory 35, and may also include an internal bus 32, a network interface 33, a memory 34, and other hardware required for the business. The vehicle controller can be installed in the vehicle, and the processor 31 can read the corresponding computer program from the memory 35 into the memory and then run it to implement the above-described vehicle control method. For the specific execution process, please refer to the detailed description in the above embodiments, which will not be repeated here.

[0097] In one embodiment, the present invention also provides a vehicle that may include a vehicle controller as described above, to execute the steps of the vehicle control method through the vehicle controller. The specific execution process can be found in the detailed descriptions of the above embodiments, and will not be repeated here.

[0098] Finally, the various embodiments in this invention are described in a progressive manner, and the same or similar parts between the various embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for embodiments such as computer program products, storage media, vehicle controllers, and vehicles, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the description of the method embodiments.

[0099] The above description is merely an embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of the present invention should be included within the scope of the claims of the present invention.

Claims

1. A vehicle control method, comprising: During the operation of the vehicle's anti-lock braking system, the suspension status data of the vehicle's active suspension and the braking force data applied at the vehicle's wheels are acquired. Based on the suspension status data and the braking force data, the first yaw moment of the vehicle is determined; Based on the first yaw moment of the vehicle, a suspension control command is generated for the active suspension; wherein the suspension control command is used to control and adjust the suspension parameters of the active suspension to reduce the yaw moment of the vehicle.

2. The method according to claim 1, wherein determining the first yaw moment of the vehicle based on the suspension state data and the braking force data comprises: Based on the suspension height data at each wheel in the suspension state data, the target lever arm data corresponding to the braking force applied at the wheel of the vehicle is determined; wherein, when the suspension height data at at least some of the wheels of the vehicle are different, the target lever arm data corresponding to the braking force applied at at least some of the wheels are different. The first yaw moment of the vehicle is calculated based on the braking force data applied at the wheels and the target lever arm data.

3. The method according to claim 2, wherein determining the target lever arm data corresponding to the braking force applied at the wheels of the vehicle based on the suspension height data at each wheel in the suspension state data includes: Determine the lever arm calibration data that corresponds to both the suspension height data and the current steering wheel angle data of the vehicle, and obtain the target lever arm data; or, The suspension height data and the current steering wheel angle data of the vehicle are input into the preset vehicle model of the vehicle to obtain the target lever arm data output by the preset vehicle model.

4. The method according to claim 1, wherein generating suspension control commands for the active suspension based on the first yaw moment of the vehicle comprises: Based on the first yaw moment of the vehicle, a target yaw moment is determined to be generated by controlling the vehicle; wherein the target yaw moment is less than the first yaw moment; Determine the target suspension parameters that the active suspension needs to have when controlling the vehicle to generate the target yaw moment; Generate suspension control commands for controlling the active suspension with the target suspension parameters.

5. The method according to claim 4, wherein determining the target suspension parameters required for the active suspension to generate the target yaw moment when controlling the vehicle includes: Determine suspension calibration data that corresponds to the target yaw moment, the current steering wheel angle data of the vehicle, and the braking force data applied at the wheels of the vehicle; wherein, the suspension calibration data is data used to reflect the target suspension parameters.

6. The method according to claim 1, wherein after generating the suspension control command for the active suspension based on the first yaw moment of the vehicle, the method further comprises: Obtain the latest suspension status data of the vehicle's active suspension and the latest braking force data applied at the vehicle's wheels; Based on the latest suspension status data and the latest braking force data, determine the second yaw moment of this vehicle; Based on the second yaw moment of the vehicle, determine whether the preset condition for stopping the adjustment of the active suspension is met, and obtain the judgment result; If the judgment result indicates that the preset condition is not met, then based on the second yaw moment, a control command is generated to adjust the suspension parameters of the active suspension. If the judgment result indicates that the preset condition is met, then the generation of control commands for adjusting the suspension parameters of the active suspension is prohibited.

7. The method according to any one of claims 1-6, wherein the suspension parameters of the active suspension include: At least one of the following: suspension height parameter, stiffness parameter, damping parameter, and active force parameter.

8. A computer program product comprising a computer program that, when executed, performs the steps of the method according to any one of claims 1 to 7.

9. A storage medium having a computer program stored thereon, wherein the computer program, when executed, performs the steps of the method according to any one of claims 1 to 7.

10. A vehicle controller, comprising: A processor and a memory; wherein the memory stores a computer program adapted to be loaded by the processor and to execute the steps of the method as claimed in any one of claims 1 to 7.

11. A vehicle comprising the vehicle controller as claimed in claim 10.

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