Vehicle control method and vehicle control device, suspension system, controller, vehicle, and medium

Abstract

A vehicle control method, a vehicle control device, a suspension system, a control device, a vehicle, and a medium. The method includes determining a first wheel of the vehicle, the first wheel being a wheel with a target load of zero, and adjusting a position of the center of mass of the vehicle by adjusting a body attitude of the vehicle so that the load on the first wheel is zero.

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This application claims priority to Chinese Patent Application No. 202310380800.X, entitled "VEHICLE CONTROL METHOD AND APPARATUS, SUSPENSION SYSTEM, CONTROLLER, VEHICLE, AND MEDIUM," filed on March 31, 2023, the entire contents of which are incorporated herein by reference.

[0002] The present disclosure relates to the field of electric vehicle control technology, and in particular to a vehicle control method and vehicle control device, a suspension system, a controller, a vehicle, and a medium. [Background technology]

[0003] A tire burst means that the tire loses almost all of its air in a very short time. Related research has shown that many vehicle traffic accidents are caused by tire bursts.

[0004] When a tire bursts, the vehicle body tilts and deviates from the road, causing the vehicle's handling stability to deteriorate. As a result, the vehicle cannot travel normally, and the safety of the driver is seriously threatened. Summary of the Invention

[0005] An objective of the embodiments of the present disclosure is to provide a technical solution for controlling three-wheel driving of a vehicle.

[0006] According to a first aspect of one embodiment of the present disclosure, there is provided a vehicle control method, the vehicle control method including determining a first wheel of a vehicle, where the first wheel is a wheel having a target load of zero, and adjusting a position of a center of mass of the vehicle by adjusting a body attitude of the vehicle so that the load on the first wheel is zero.

[0007] Optionally, adjusting the position of the center of mass of the vehicle by adjusting the body attitude includes adjusting the position of the center of mass within a target area, the target area being an area other than the area of ​​the first wheel.

[0008] Optionally, the target area is defined such that the distance between the first wheel and the center of mass in the vehicle length direction is greater than the distance between the third wheel and the center of mass, and the third wheel and the first wheel are located on the same side of the vehicle, or the target area is defined such that the distance between the first wheel and the center of mass in the vehicle width direction is greater than the distance between the second wheel and the center of mass, and the second wheel and the first wheel are located on the same connecting axle of the vehicle.

[0009] Optionally, adjusting the position of the center of mass of the vehicle by adjusting the vehicle's body attitude includes adjusting the body attitude by adjusting a body height corresponding to another wheel, the other wheel being a wheel other than the first wheel on the vehicle.

[0010] Optionally, adjusting the position of the center of mass by adjusting the vehicle's body attitude so that the load on the first wheel is zero includes adjusting the center of mass to be within a target area, the target area being an area other than the area of ​​the first wheel, and adjusting the position of the center of mass within the target area so that the load on the first wheel is zero.

[0011] Optionally, adjusting the center of mass to be within the target area includes adjusting a body height corresponding to a second wheel of the vehicle to a first target height and adjusting a body height corresponding to a third wheel of the vehicle to a second target height, wherein the second wheel and the first wheel are located on the same connecting axle of the vehicle, the third wheel and the first wheel are located on the same side of the vehicle, and the first target height is higher than the second target height.

[0012] Optionally, adjusting the position of the center of mass within the target area so that the load on the first wheel is zero includes lowering a body height corresponding to a fourth wheel of the vehicle so that the load on the first wheel is zero, the fourth wheel and the first wheel being positioned diagonally opposite each other on the vehicle.

[0013] Optionally, the method further includes adjusting a tilt angle of the vehicle body with respect to the ground so that an absolute value of the tilt angle is equal to or less than an angle threshold, and adjusting the position of the center of mass by adjusting the vehicle body attitude so that the load on the first wheel is zero includes: adjusting the center of mass position and the lean angle until the absolute value of the lean angle is less than or equal to the angle threshold and the load on the first wheel is zero.

[0014] Optionally, adjusting the inclination angle of the vehicle body relative to the ground so that the absolute value of the inclination angle is less than or equal to the angle threshold includes detecting the inclination angle of the vehicle body relative to the ground, and when the absolute value of the inclination angle is greater than the angle threshold, adjusting a body height corresponding to a fourth wheel of the vehicle until the absolute value of the inclination angle is less than or equal to the angle threshold, wherein the fourth wheel and the first wheel are arranged diagonally opposite each other on the vehicle.

[0015] Optionally, the method further comprises controlling the first wheel to lift when the load on the first wheel is zero so that the first wheel is off the ground.

[0016] According to a second aspect of the present disclosure, there is provided a suspension system including an independent suspension including shock absorbers connecting a body of the vehicle and each wheel of the vehicle, and a control device configured to determine a first wheel of the vehicle and control operation of at least one shock absorber to adjust a position of the center of mass of the vehicle so that a load on the first wheel is zero, the first wheel being a wheel with a target load of zero.

[0017] According to a third aspect of the present disclosure, there is provided a controller, the controller including a processor and a memory, the memory configured to store a computer program, and the processor configured to execute the method according to the first aspect of the present disclosure under control of the computer program.

[0018] According to a fourth aspect of the present disclosure, there is provided a vehicle, the vehicle including a suspension system according to the second aspect of the present disclosure or a controller according to the third aspect of the present disclosure.

[0019] According to a fifth aspect of the present disclosure, there is provided a vehicle control device, the vehicle control device including: a wheel determination module configured to determine a first wheel of a vehicle, the first wheel being a wheel having a target load of zero; and an attitude adjustment module configured to adjust a position of the center of mass of the vehicle by adjusting a body attitude of the vehicle so that the load on the first wheel is zero.

[0020] According to a sixth aspect of the present disclosure, there is provided a computer-readable storage medium storing a computer program product which, when executed by a processor, performs a method according to the first aspect of the present disclosure.

[0021] According to an embodiment of the present disclosure, the position of the center of mass of the vehicle is adjusted by adjusting the vehicle body attitude so that the load on the first wheel is zero, which enables the vehicle to maintain body balance while traveling on three wheels, ensure the safe traveling of the vehicle, and protect the personal safety of the driver.

[0022] Other features and advantages of the present disclosure will become apparent based on the following detailed description of exemplary embodiments thereof, which proceeds with reference to the accompanying drawings. [Brief explanation of the drawings]

[0023] [Figure 1]FIG. 1 is a diagram of a component structure of a suspension system that can be used to implement a vehicle control method according to one embodiment of the present disclosure. [Figure 2] 1 is a diagram of a shock absorber structure according to one embodiment of the present disclosure. [Figure 3] 1 is a flowchart of a vehicle control method according to an embodiment of the present disclosure. [Figure 4] FIG. 1 is a diagram of forces applied to a wheel of a vehicle according to one embodiment of the present disclosure. [Figure 5a] FIG. 10 is a diagram of an example of a wheel region according to one embodiment of the present disclosure. [Figure 5b] FIG. 10 is a diagram of another example of a wheel region according to an embodiment of the present disclosure. [Figure 6] FIG. 1 is a block diagram of a vehicle control device according to an embodiment of the present disclosure. [Figure 7] FIG. 2 is a block diagram of a controller according to one embodiment of the present disclosure. [Figure 8] FIG. 1 is a block diagram of a suspension system according to one embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0024] Various embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. It should be noted that unless otherwise specified, the relative arrangement, numerical expressions, and numerical values ​​of the components and steps described in these embodiments do not limit the scope of the present disclosure.

[0025] The following description of at least one exemplary embodiment is intended to be merely illustrative and is in no way intended to limit the present disclosure, its application, or uses.

[0026] Techniques, methods, and devices known to those skilled in the relevant art may not be described in detail, but where appropriate, the techniques, methods, and devices should be considered part of this specification.

[0027] In all examples shown and described herein, specific values ​​should be construed as examples only and not as limitations, and therefore other examples of exemplary embodiments may have different values.

[0028] It should be noted that in the following accompanying drawings, like reference numbers and letters indicate like items, and therefore, once an item is defined in one accompanying drawing, that item need not be further described in subsequent accompanying drawings.

[0029] FIG. 1 is a diagram of the component structure of a suspension system that can be used to implement a vehicle control method according to one embodiment of the present invention.

[0030] As shown in FIG. 1, the suspension system 1000 may include an independent suspension 1100, a sensing device 1200, and a control device 1300.

[0031] The detection unit 1200 is configured to detect a vehicle status. The control unit 1300 is configured to determine a first wheel of the vehicle based on the vehicle status and to control the operation of at least one shock absorber in the independent suspension 1100 to adjust the position of the center of mass of the vehicle so that the load on the first wheel is zero. The first wheel is the wheel with a target load of zero.

[0032] Specifically, the control device 1300 can receive the vehicle status output by the detection device 1200 and output a control signal to control the operation of the shock absorber based on the vehicle status, so as to adjust the position of the center of mass of the vehicle by using the independent suspension 1100.

[0033] The independent suspension 1100 may include a shock absorber 1 connecting the vehicle body and each wheel. Multiple shock absorbers 1 may be arranged on the vehicle. One shock absorber 1 corresponds to one wheel. The suspension 1100 may further include a spring. The spring and the shock absorber 1 are connected between the vehicle body and the corresponding wheel. During the connection, the spring and the shock absorber 1 may occupy different mounting spaces, or the spring may be sleeved on the shock absorber 1 to save mounting space. This is not limited in this specification.

[0034] The shock absorber 1 includes a fixed component and a movable component that can move linearly relative to the fixed component. When the shock absorber 1 is connected to a vehicle body and a wheel, the movable component of the shock absorber 1 may be connected to the vehicle body and the fixed component of the shock absorber 1 may be connected to the wheel, or the fixed component of the shock absorber 1 may be connected to the vehicle body and the movable component of the shock absorber 1 may be connected to the wheel.

[0035] The vehicle control method in the embodiments of the present disclosure is applicable to any shock absorber capable of actively adjusting output power under the action of a power member. This is not a limitation herein. In some embodiments, the shock absorber 1 is directly implemented as a power member. For example, the shock absorber is a linear motor or an electric cylinder, and the moving component of the shock absorber is the output shaft of the motor or electric cylinder. In some other embodiments, the moving component of the shock absorber 1 may be driven by a power member. For example, a hydraulic shock absorber in an active suspension requires a motor to drive a bidirectional pump to drive the hydraulic shock absorber. The moving component of the hydraulic shock absorber includes a piston rod, and the fixed component of the hydraulic shock absorber includes a cylinder.

[0036] The suspension system 1000 may further include a drive control circuit for driving the operation of the shock absorber 1. The drive control circuit may be an integrated controller or may be formed by connecting separate electronic components. This is not limited herein. The control device 1300 may output a control signal to the drive control circuit and control the operation of the shock absorber 1 by using the drive control circuit. For example, the power member of the suspension is a motor, and the drive control circuit is a drive control circuit for the motor, such as a motor controller. The control device 1300 is connected to the motor controller and outputs a control signal to the motor controller, which then controls the motor to rotate at a desired speed and output a desired torque by using the motor controller.

[0037] 2 is a diagram of the structure of a shock absorber 1 according to some embodiments. In these embodiments, as shown in FIG. 2, the shock absorber 1 is a hydraulic shock absorber, and includes a piston rod 3, a piston assembly 5, and a cylinder 8. The cylinder 8 is completely filled with a liquid medium 7.

[0038] The piston body of the piston assembly 5 is connected to the inner wall of the cylinder 8 in a sliding fit manner, and the piston assembly 5 divides the internal cavity of the cylinder 8 into two independently sealed chambers, i.e., an upper chamber 4 and a lower chamber 6. A piston rod 3 is connected to the piston body and moves with the piston body. The piston rod 3 extends outward through the upper chamber 4 of the cylinder 8, and the shock absorber 1 is connected to the vehicle body 19 via the piston rod 3 and to the unsprung part 22 of the vehicle via the cylinder 8. Specifically, the unsprung part 22 may be, for example, a wheel. The cylinder 8 may be connected to the wheel via fastening to a connecting structure such as a swing arm or a steering knuckle.

[0039] In the embodiment of FIG. 2, the shock absorber 1 further includes a bidirectional hydraulic pump 14. The bidirectional hydraulic pump 14 is connected to the lower chamber 6 of the cylinder 8 via a pipeline 20 and to the upper chamber 4 of the cylinder 8 via a pipeline 21. The shock absorber 1 further includes a motor 15 that drives the operation of the bidirectional hydraulic pump 14. For example, when the motor 15 rotates in the forward direction, the bidirectional hydraulic pump 14 is also driven to rotate in the forward direction. The bidirectional hydraulic pump 14 transfers the liquid medium 7 in the upper chamber 4 of the cylinder 8 to the lower chamber 6 of the cylinder 8 via the pipelines 20 and 21, thereby raising the shock absorber 1 and further increasing the suspension height and the distance between the vehicle body and the corresponding wheel. Correspondingly, when the motor 15 rotates in the reverse direction, the bidirectional hydraulic pump 14 is also driven to rotate in the reverse direction. The bidirectional hydraulic pump 14 transfers the liquid medium 7 in the lower chamber 6 of the cylinder 8 to the upper chamber 4 of the cylinder 8 via the pipelines 20 and 21 to compress the shock absorber 1, thereby compressing the suspension height and reducing the height between the vehicle body and the corresponding wheel, and vice versa, the details of which will not be described again in this specification.

[0040] Pressure sensors 9 and 18 may be arranged at the outlet and inlet of cylinder 8 to detect the hydraulic pressure in upper chamber 4 and lower chamber 6, respectively. Switching valves 10 and 17 control the opening / closing of hydraulic pipelines 20 and 21, respectively, to maintain and adjust the pressure of the shock absorber. Energy storage devices 13 and 16 are added to pipelines 20 and 21, respectively, to compensate for the pressure balance during operation of shock absorber 1. The outlet of bidirectional hydraulic pump 14 is connected to hydraulic pipelines 11 and 12 to realize hydraulic transmission.

[0041] In the embodiment of FIG. 2 , the piston assembly 5 further includes a compression relief valve 5.2 and a rebound relief valve 5.1 disposed within the piston body, and the maximum hydraulic pressure within the shock absorber 1 may be controlled by using the compression relief valve 5.2 and the rebound relief valve 5.1. Herein, hydraulic pressure refers to the pressure exerted on the piston assembly 5 by the liquid medium 7 (e.g., hydraulic oil) within the shock absorber 1. When the hydraulic pressure within the shock absorber 1 exceeds a set maximum hydraulic pressure threshold, the relief valve opens to protect the shock absorber 1 from damage. For example, when the bidirectional hydraulic pump 14 transports the liquid medium 7 from the lower chamber 6 to the upper chamber 4 to perform a compression operation, if the hydraulic pressure in the upper chamber 4 exceeds the opening threshold of the compression relief valve 5.2, the compression relief valve 5.2 opens to limit the continuous increase in hydraulic pressure in the upper chamber 4. In another example, when the bidirectional hydraulic pump 14 transports the liquid medium 7 from the upper chamber 4 to the lower chamber 6 to realize the lifting operation, if the oil pressure in the lower chamber 6 exceeds the opening threshold of the rebound safety valve 5.1, the rebound safety valve 5.1 will open to limit the continuous increase of the oil pressure in the lower chamber 6.

[0042] The vehicle status detected by the detection device 1200 may include at least one of vehicle height, vehicle speed, vehicle acceleration, tire pressure of a wheel, wheel height, force applied to a wheel, hydraulic pressure in an upper chamber of a shock absorber, hydraulic pressure in a lower chamber of a shock absorber, etc. The detection device 1200 may include at least one sensor. For example, the detection device 1200 may include an acceleration sensor, a speed sensor, a pressure sensor, a height sensor, etc. One sensor is used to detect at least one vehicle status of the vehicle. The type of sensor included in the detection device 1200 may be set according to the requirements of the control device 1300 for implementing the control method according to an embodiment of the present disclosure. This is not limited herein.

[0043] In one embodiment, the shock absorber 1 may be disposed on each wheel of the vehicle to adjust the vehicle height corresponding to each wheel.

[0044] FIG. 3 illustrates a vehicle control method according to one embodiment.

[0045] As shown in FIG. 3, the vehicle control method of this embodiment may include the following steps S3100 and S3200.

[0046] Step S3100: Determine the first wheel of the vehicle.

[0047] The first wheel may be a wheel with a zero target load, i.e. the load on the first wheel should be adjusted to zero so that the vehicle runs on three wheels (excluding the first wheel).

[0048] The first wheel in this embodiment may be one wheel or one group of wheels.

[0049] In one example, a wheel group may include multiple wheels arranged in parallel on one end of a connecting axle.

[0050] In another example, a wheel group may include multiple wheels located on the same connecting axle of a vehicle, or multiple wheels located on the same side of a vehicle.

[0051] In one embodiment, multiple wheels of the vehicle may be displayed on the vehicle's central control screen, and upon a user's action of selecting any one of the wheels, the wheel selected by the user is considered to be the first wheel.

[0052] In another embodiment, the wheel that experiences a tire burst may be considered the first wheel.

[0053] According to this embodiment, the tire pressure of each tire of the vehicle may be detected, and whether a tire burst event of the vehicle occurs may be detected based on the tire pressure. If a tire burst event of the vehicle occurs, the wheel that has experienced the tire burst may be used as the first wheel.

[0054] Specifically, the vehicle may detect the tire pressure of each tire based on a preset detection frequency, and the tire pressure detection frequencies of different tires may be the same or different, which is not limited in this specification.

[0055] In one example, the tire pressure of each tire may be sensed simultaneously.

[0056] Furthermore, detecting whether a tire burst event of the vehicle has occurred based on the tire pressure may include determining that a tire burst event of the vehicle has occurred when the tire pressure of any wheel is equal to or less than a predetermined tire pressure threshold, and / or determining that a tire burst event of the vehicle has occurred when the tire pressure change rate of any wheel is equal to or greater than a predetermined change rate threshold.

[0057] The tire pressure threshold and the change rate threshold may be individually set in advance according to application scenarios or specific requirements, for example, the tire pressure threshold may be 160 kPa, and the change rate threshold may be 15%.

[0058] The rate of change of tire pressure of any wheel may be expressed as (P2-P1) / P1, where P2 is the tire pressure of the wheel currently detected and P1 is the tire pressure of the wheel previously detected. The difference between the detection time of P1 and the detection time of P2 is one tire pressure detection period.

[0059] Based on the determination of the first wheel of the vehicle, the wheel located on the same connecting axle as the first wheel may be used as the second wheel, the wheel located on the same side of the vehicle as the first wheel may be used as the third wheel, and the wheel located diagonally opposite the first wheel relative to the vehicle may be used as the fourth wheel.

[0060] Additionally, the first and second wheels may be disposed on a front axle of the vehicle, and the third and fourth wheels may be disposed on a rear axle of the vehicle. Alternatively, the first and second wheels may be disposed on a rear axle of the vehicle, and the third and fourth wheels may be disposed on a front axle of the vehicle.

[0061] Furthermore, the first wheel and the third wheel may both be located on the left side of the vehicle, and the second wheel and the fourth wheel both be located on the right side of the vehicle, or the first wheel and the third wheel both be located on the right side of the vehicle, and the second wheel and the fourth wheel both be located on the left side of the vehicle.

[0062] Step S3200: The position of the center of mass of the vehicle is adjusted by adjusting the body posture so that the load on the first wheel becomes zero.

[0063] In this embodiment, the wheel load may be a force applied to the wheel by the vehicle body, and the direction of the force may be perpendicular and downward to the ground.

[0064] In embodiments where the first wheel comprises one wheel or multiple wheels arranged in parallel at one end of a connecting axle, the load on the first wheel is zero, i.e., the first wheel does not support the weight of the vehicle body, and the weight of the vehicle body is supported by the second wheel, third wheel, and fourth wheel of the vehicle, resulting in the vehicle running on three wheels.

[0065] This embodiment enables the vehicle to maintain body balance while traveling on three wheels, ensure safe traveling of the vehicle, and protect the personal safety of the driver.

[0066] When the load on the first wheel is zero, the second moment about the center of mass caused by the load on the second wheel, the third moment about the center of mass caused by the load on the third wheel, and the fourth moment about the center of mass caused by the load on the fourth wheel are balanced.

[0067] The load of the second wheel may be determined based on the vehicle height corresponding to the second wheel, the load of the third wheel may be determined based on the vehicle height corresponding to the third wheel, and the load of the fourth wheel may be determined based on the vehicle height corresponding to the fourth wheel.

[0068] In one embodiment of the present disclosure, first mapping data reflecting a mapping relationship between vehicle height and load may be established, and the load of any wheel may be obtained based on the vehicle height corresponding to the corresponding wheel and the first mapping data.

[0069] In this embodiment, the first mapping data may be a first mapping function, a first comparison table, etc., which is not limited in this specification.

[0070] In the case of the first mapping function, the dependent variable of the first mapping function is the load, and the independent variable is the vehicle height corresponding to the wheel. In this way, the vehicle height corresponding to any wheel is substituted into the first mapping function, and as a result, the load corresponding to the vehicle height can be obtained.

[0071] In the case of the first comparison table, the first comparison table may be searched for a load corresponding to the body height corresponding to the wheel. If the body height corresponding to the wheel cannot be directly found in the first comparison table, two values ​​adjacent to the body height corresponding to the wheel may be found, and based on these two values ​​and the loads corresponding to these two values ​​respectively, the load corresponding to the body height is obtained as the load of the wheel by using an interpolation means.

[0072] In one embodiment of the present disclosure, the second moment, the third moment, and the fourth moment may be balanced if the following equation is satisfied:

number

[0073] M2 xis the longitudinal component of the second moment, M3 x is the longitudinal component of the third moment, M4 x is the longitudinal component of the fourth moment, and M2 y is the component of the second moment in the width direction of the vehicle, and M3 y is the component of the third moment in the width direction of the vehicle, and M4 y is the component of the fourth moment in the width direction of the vehicle.

[0074] In this embodiment, the length and width of the vehicle are relative to the entire vehicle and are both parallel to the ground. During adjustment of the center of mass of the vehicle, the length and width of the vehicle do not change with changes in the vehicle body posture.

[0075] In the example shown in Figure 4, the left front wheel FL of the vehicle is the first wheel, the right front wheel FR is the second wheel, the left rear wheel RL is the third wheel, and the right rear wheel RR is the fourth wheel, and 22 represents the center of mass of the vehicle. The load on the first wheel is G1, the load on the second wheel is G2, the load on the third wheel is G3, and the load on the fourth wheel is G4. X represents the length direction of the vehicle, and Y represents the width direction of the vehicle. The longitudinal distance between the center of the first wheel and the center of mass and the longitudinal distance between the second wheel and the center of mass are both X1, the longitudinal distance between the center of the third wheel and the center of mass and the widthwise distance between the fourth wheel and the center of mass are X2, the widthwise distance between the center of the first wheel and the center of mass is Y1, the widthwise distance between the center of the second wheel and the center of mass is Y2, the widthwise distance between the center of the third wheel and the center of mass is Y3, and the widthwise distance between the center of the fourth wheel and the center of mass is Y4. The left-right distance (track) of the front wheels of the vehicle may be expressed as A=Y1+Y2, the left-right distance (left-right distance) of the rear wheels of the vehicle may be expressed as B=Y3+Y4, and the front-to-back distance (base) of the wheels of the vehicle may be expressed as L=X1+X2.

[0076] In this case, the component of the second moment in the longitudinal direction of the vehicle is M2 x= G2 * X1, and the component of the third moment in the vehicle longitudinal direction is M3 x = G3 * X2, and the component of the fourth moment in the vehicle longitudinal direction is M4 x =G4*X2, and the component of the second moment in the width direction of the vehicle is M2 y = G2 * Y2, and the component of the third moment in the width direction of the vehicle is M3 y = G3 * Y3, and the component of the fourth moment in the width direction of the vehicle is M4 y =G4*Y4.

[0077] In embodiments where the first wheel includes multiple wheels disposed on one connected axle of the vehicle, the load on the first wheel may be zero and the weight of the vehicle body may be supported by the wheels on another connected axle of the vehicle, resulting in the vehicle running on two wheels.

[0078] In this embodiment, the moments about the center of mass caused by the loads of wheels on different connected axles of the vehicle are balanced.

[0079] Specifically, in the width direction of the vehicle, the components of the moment about the center of mass caused by the loads of the wheels on the other connected axles are equal, and in the length direction of the vehicle, the components of the moment about the center of mass caused by the loads of the wheels on the other connected axles are all zero.

[0080] This embodiment enables the vehicle to maintain body balance while traveling on two wheels, ensures safe traveling of the vehicle, and protects the personal safety of the driver.

[0081] In embodiments where the first wheel includes multiple wheels located on the same side of the vehicle, the load on the first wheel may be zero and the weight of the vehicle body may be supported by the wheels on the other side of the vehicle, resulting in the vehicle running on two wheels.

[0082] Specifically, in the length direction of the vehicle, the components of the moment about the center of mass caused by the loads on the wheels on the other side are equal, and in the width direction of the vehicle, the components of the moment about the center of mass caused by the loads on the wheels on the other side are all zero.

[0083] This embodiment enables the vehicle to maintain body balance while traveling on two wheels, ensures safe traveling of the vehicle, and protects the personal safety of the driver.

[0084] In one embodiment of the present disclosure, adjusting the position of the center of mass by adjusting the body posture may include adjusting the position of the center of mass within a target area, the target area being an area other than the area of ​​the first wheel.

[0085] In one embodiment, the area corresponding to each wheel may be predetermined according to an application scenario or specific requirements, in which case the area of ​​the first wheel is the wheel area corresponding to the first wheel.

[0086] In one example, a line of symmetry along the length and width of the vehicle may be determined, as shown in Figure 5a. The two lines of symmetry divide the vehicle into four regions. The region where each wheel is located may be considered as the corresponding wheel region.

[0087] In another embodiment, the wheel regions corresponding to the respective wheels may be divided based on the position of the center of mass before adjusting the body attitude of the vehicle, i.e., the position of the center of mass before performing step S3200.

[0088] Specifically, as shown in Figure 5b, a first line passing through the center of mass and parallel to the vehicle length direction, and a second line passing through the center of mass and parallel to the vehicle width direction may be determined. The first line and the second line may divide the vehicle into four regions. The region where each wheel is located may be considered as a corresponding wheel region.

[0089] 5b, O is the position of the center of mass of the vehicle. In the process of performing step S3200 of adjusting the position of the center of mass of the vehicle, the wheel area corresponding to each wheel may change with the position of the center of mass, or may remain unchanged, which is not limited herein.

[0090] Specifically, as shown in Figures 5a and 5b, the wheel area corresponding to the left front wheel FL is area 1, the wheel area corresponding to the right front wheel FR is area 2, the wheel area corresponding to the left rear wheel RL is area 3, and the wheel area corresponding to the right rear wheel RR is area 4.

[0091] Based on this, if the first wheel is the left front wheel FL, the first wheel region may be region 1 and the target region may include region 2, region 3, and region 4. If the first wheel is the right front wheel FR, the first wheel region may be region 2 and the target region may include region 1, region 3, and region 4. If the first wheel is the left rear wheel RL, the first wheel region may be region 3 and the target region may include region 1, region 2, and region 4. If the first wheel is the right rear wheel RR, the first wheel region may be region 4 and the target region may include region 1, region 2, and region 3.

[0092] In yet another embodiment of the present disclosure, a size of the first wheel region may be determined based on at least one of the vehicle body posture and the vehicle motion status. The first wheel region may be rectangular, and the size of the first wheel region may be represented by the length of at least one side of the first wheel region.

[0093] In an embodiment in which the size of the region of the first wheel is determined based on the body attitude, the size of the region of the first wheel may be determined based on the body height corresponding to the first wheel.

[0094] Specifically, third mapping data reflecting a mapping relationship between the vehicle height and the size of the area of ​​the first wheel may be established in advance, and the size of the area of ​​the first wheel may be obtained based on the vehicle height corresponding to the first wheel and the third mapping data.

[0095] In this embodiment, the third mapping data may be a third mapping function, a third comparison table, etc., which is not limited in this specification.

[0096] For the third mapping function, the dependent variable of the third mapping function is the size of the area of ​​the first wheel, and the independent variable is the vehicle height corresponding to the first wheel. In this way, the vehicle height corresponding to the first wheel is substituted into the third mapping function, and as a result, the size of the area of ​​the first wheel corresponding to the vehicle height can be obtained.

[0097] In the case of the third comparison table, the third comparison table may be searched for the size of the area of ​​the first wheel corresponding to the body height corresponding to the wheel. If the body height corresponding to the wheel cannot be directly found in the third comparison table, two values ​​adjacent to the body height corresponding to the wheel may be found, and based on these two values ​​and the sizes of the area of ​​the first wheel corresponding to these two values ​​respectively, the size of the area of ​​the first wheel corresponding to the body height is obtained as the size of the area of ​​the first wheel by using an interpolation means.

[0098] In an embodiment in which the size of the area of ​​the first wheel is determined based on the vehicle body attitude, the size of the area of ​​the first wheel may alternatively be determined based on the tilt angle of the vehicle body relative to the ground.

[0099] Specifically, fourth mapping data reflecting a mapping relationship between the tilt angle and the size of the area of ​​the first wheel may be established in advance, and the size of the area of ​​the first wheel may be obtained based on the tilt angle and the fourth mapping data.

[0100] In this embodiment, the fourth mapping data may be a fourth mapping function, a fourth comparison table, etc., which is not limited in this specification.

[0101] For the fourth mapping function, the dependent variable of the fourth mapping function is the size of the area of ​​the first wheel, and the independent variable is the tilt angle. In this way, the tilt angle is substituted into the fourth mapping function, and as a result, the size of the area of ​​the first wheel corresponding to the tilt angle can be obtained.

[0102] In the case of the fourth comparison table, the fourth comparison table may be searched for the size of the area of ​​the first wheel corresponding to the tilt angle. If the tilt angle cannot be directly found in the fourth comparison table, two values ​​adjacent to the tilt angle may be found, and based on these two values ​​and the sizes of the area of ​​the first wheel corresponding to these two values ​​respectively, the size of the area of ​​the first wheel corresponding to the tilt angle is obtained as the size of the area of ​​the first wheel by using an interpolation means.

[0103] In an embodiment in which the size of the first wheel area is determined based on the vehicle motion status, the size of the first wheel area may be determined based on the steering angle of the vehicle.

[0104] Specifically, fifth mapping data reflecting a mapping relationship between the steering angle and the size of the area of ​​the first wheel may be established in advance, and the size of the area of ​​the first wheel may be obtained based on the steering angle and the fifth mapping data.

[0105] In this embodiment, the fifth mapping data may be a fifth mapping function, a fifth comparison table, etc., which is not limited in this specification.

[0106] In the case of the fifth mapping function, the dependent variable of the fifth mapping function is the size of the area of ​​the first wheel, and the independent variable is the steering angle. In this way, the steering angle is substituted into the fifth mapping function, and as a result, the size of the area of ​​the first wheel corresponding to the steering angle can be obtained.

[0107] In the case of the fifth comparison table, the fifth comparison table may be searched for the size of the area of ​​the first wheel corresponding to the steering angle. If the steering angle cannot be directly found in the fifth comparison table, two values ​​adjacent to the steering angle may be found, and based on these two values ​​and the sizes of the area of ​​the first wheel corresponding to these two values ​​respectively, the size of the area of ​​the first wheel corresponding to the steering angle is obtained as the size of the area of ​​the first wheel by using an interpolation means.

[0108] In an embodiment in which the size of the first wheel area is determined based on the vehicle motion status, the size of the first wheel area may alternatively be determined based on the vehicle's traveling speed.

[0109] Specifically, sixth mapping data reflecting a mapping relationship between the traveling speed and the size of the area of ​​the first wheel may be established in advance, and the size of the area of ​​the first wheel may be obtained based on the traveling speed and the sixth mapping data.

[0110] In this embodiment, the sixth mapping data may be a sixth mapping function, a sixth comparison table, etc., which is not limited in this specification.

[0111] In the case of the sixth mapping function, the dependent variable of the sixth mapping function is the size of the first wheel area, and the independent variable is the driving speed. In this way, the driving speed is substituted into the sixth mapping function, and as a result, the size of the first wheel area corresponding to the driving speed can be obtained.

[0112] In the case of the sixth comparison table, the sixth comparison table may be searched for the size of the area of ​​the first wheel corresponding to the running speed. If the running speed cannot be directly found in the sixth comparison table, two values ​​adjacent to the running speed may be found, and based on these two values ​​and the sizes of the area of ​​the first wheel corresponding to these two values ​​respectively, the size of the area of ​​the first wheel corresponding to the running speed is obtained as the size of the area of ​​the first wheel by using an interpolation means.

[0113] According to this embodiment, the position of the center of mass is adjusted within the target area, so that the load on the first wheel can be prevented from increasing, and the center of mass can be quickly adjusted to a position where the load on the first wheel is zero, allowing the vehicle body to quickly reach a stable state.

[0114] In one embodiment of the present disclosure, the target area is defined such that the distance between the first wheel and the center of mass in the vehicle length direction is greater than the distance between the third wheel and the center of mass, or the target area is defined such that the distance between the first wheel and the center of mass in the vehicle width direction is greater than the distance between the second wheel and the center of mass.

[0115] If the target area is defined such that the distance between the first wheel and the center of mass in the longitudinal direction of the vehicle is greater than the distance between the third wheel and the center of mass, the position of the center of mass is adjusted within the target area, i.e., the center of mass moves towards the position of the third wheel to reduce the load on the first wheel.

[0116] In the example shown in Figures 5a and 5b, if the first wheel is the left front wheel FL, the region of the first wheel is region 1, so that the target region where the distance between the first wheel and the center of mass in the vehicle length direction is greater than the distance between the third wheel and the center of mass can include region 3 and region 4. If the first wheel is the right front wheel FR, the region of the first wheel is region 2, so that the target region where the distance between the first wheel and the center of mass in the vehicle length direction is greater than the distance between the third wheel and the center of mass can include region 3 and region 4. If the first wheel is the left rear wheel RL, the region of the first wheel is region 3, so that the target region where the distance between the first wheel and the center of mass in the vehicle length direction is greater than the distance between the third wheel and the center of mass can include region 1 and region 2. If the first wheel is the right rear wheel RR, the area of ​​the first wheel is area 4, and as a result, the target area in which the distance between the first wheel and the center of mass in the longitudinal direction of the vehicle is greater than the distance between the third wheel and the center of mass can include area 1 and area 2.

[0117] If the target area is defined such that the distance between the first wheel and the center of mass in the longitudinal direction of the vehicle is greater than the distance between the second wheel and the center of mass, the position of the center of mass is adjusted within the target area, i.e., the center of mass moves towards the position of the second wheel to reduce the load on the first wheel.

[0118] In the example shown in Figures 5a and 5b, if the first wheel is the left front wheel FL, the region of the first wheel is region 1, and as a result, the target region in which the distance between the first wheel and the center of mass in the vehicle width direction is greater than the distance between the second wheel and the center of mass can include region 2 and region 4. If the first wheel is the right front wheel FR, the region of the first wheel is region 2, and as a result, the target region in which the distance between the first wheel and the center of mass in the vehicle width direction is greater than the distance between the second wheel and the center of mass can include region 1 and region 3. If the first wheel is the left rear wheel RL, the region of the first wheel is region 3, and as a result, the target region in which the distance between the first wheel and the center of mass in the vehicle width direction is greater than the distance between the second wheel and the center of mass can include region 2 and region 4. If the first wheel is the right rear wheel RR, the area of ​​the first wheel is area 4, and as a result, the target area in which the distance between the first wheel and the center of mass in the width direction of the vehicle is greater than the distance between the second wheel and the center of mass can include area 1 and area 3.

[0119] According to this embodiment, the target region may be defined such that the distance between the first wheel and the center of mass in the vehicle length direction is greater than the distance between the third wheel and the center of mass, and the distance between the first wheel and the center of mass in the vehicle width direction is greater than the distance between the second wheel and the center of mass. Therefore, when the position of the center of mass is adjusted, the position of the center of mass can be adjusted in both the vehicle length direction and the vehicle width direction, so that the vehicle can achieve the effect of adjusting the center of mass to zero the load on the first wheel under multiple operating conditions. The operating conditions of the vehicle may represent the body posture and driving conditions of the vehicle before adjusting the center of mass.

[0120] In one embodiment of the present disclosure, adjusting the position of the center of mass by adjusting the body attitude may include adjusting the body attitude by adjusting the body height corresponding to another wheel, where the another wheel is any wheel on the vehicle other than the first wheel.

[0121] Specifically, adjusting the vehicle height corresponding to any wheel may be performed by adjusting the height of the suspension corresponding to that wheel. The suspension may connect the corresponding wheel to the vehicle body, and the suspension height is the distance between a first point on the wheel connected to the suspension and a second point on the vehicle body connected to the suspension.

[0122] Furthermore, the center of mass can be adjusted to move away from the first wheel, thereby reducing the load on the first wheel. Accordingly, the center of mass can be adjusted to move away from the first wheel, thereby adjusting the center of mass to a position where the load on the first wheel is zero.

[0123] Furthermore, adjusting the vehicle posture by adjusting the vehicle height corresponding to another wheel so that the load on the first wheel is zero may include at least one of raising the vehicle height corresponding to the second wheel and the vehicle height corresponding to the third wheel, where the vehicle height corresponding to the second wheel is higher than the vehicle height corresponding to the third wheel, lowering the vehicle height corresponding to the second wheel, lowering the vehicle height corresponding to the fourth wheel, and lowering the vehicle height corresponding to the third wheel.

[0124] In one embodiment, adjusting the vehicle body posture by adjusting the body height corresponding to another wheel includes raising the body height corresponding to the second wheel and the body height corresponding to the third wheel, where the body height corresponding to the second wheel is higher than the body height corresponding to the third wheel. In this embodiment, the body height corresponding to the second wheel is higher than the body height corresponding to the third wheel. This allows the center of mass of the vehicle to move toward the wheel area corresponding to the third wheel and the wheel area corresponding to the fourth wheel, thereby reducing the load on the first wheel. Furthermore, since the body height corresponding to the second wheel and the body height corresponding to the third wheel are both raised, the load on the first wheel can be further reduced. Therefore, the center of mass can be adjusted to a position where the load on the first wheel is zero.

[0125] In one embodiment, adjusting the vehicle posture by adjusting the vehicle height corresponding to another wheel includes lowering the vehicle height corresponding to the second wheel. In this embodiment, the vehicle height corresponding to the second wheel is lowered. This allows the center of mass of the vehicle to move toward the wheel area corresponding to the second wheel, reducing the load on the first wheel. Furthermore, the center of mass can be adjusted to a position where the load on the first wheel is zero.

[0126] In one embodiment, adjusting the vehicle body posture by adjusting the vehicle height corresponding to another wheel includes lowering the vehicle height corresponding to a third wheel. In this embodiment, the vehicle height corresponding to the third wheel is lowered. This allows the center of mass of the vehicle to move toward the wheel area corresponding to the third wheel, thereby reducing the load on the first wheel. Furthermore, the center of mass can be adjusted to a position where the load on the first wheel is zero.

[0127] In one embodiment, adjusting the vehicle posture by adjusting the vehicle height corresponding to another wheel includes lowering the vehicle height corresponding to a fourth wheel. In this embodiment, the vehicle height corresponding to the fourth wheel is lowered. This allows the center of mass of the vehicle to move toward the wheel area corresponding to the fourth wheel, thereby reducing the load on the first wheel. Furthermore, the center of mass can be adjusted to a position where the load on the first wheel is zero.

[0128] For any wheel, raising the vehicle body height corresponding to that wheel may involve extending the shock absorber 1 corresponding to that wheel to raise the suspension height. Specifically, the control device 1300 may control the switching valves 10 and 17 to open so that the pipelines communicate with each other. The motor 15 drives the bidirectional hydraulic pump 14 to rotate in the forward direction. The liquid medium 7 enters the lower chamber 6 through the pipelines 12 and 20, causing a sudden increase in pressure in the cylinder 8. The hydraulic pressures in the upper chamber 4 and the lower chamber 6 are detected using pressure sensors 9 and 18, respectively, and the detected hydraulic pressures are transmitted to the control device 1300. As a result, the control device 1300 calculates the actual force provided to the vehicle body by the shock absorber 1 based on the hydraulic pressures in the upper chamber 4 and the lower chamber 6. The pressure difference between the upper chamber and the lower chamber in the cylinder 8 generates hydraulic pressure, pushing the piston assembly 5 and the piston rod 3 upward relative to the cylinder 8. The liquid medium in the upper chamber 4 on the other side flows out and returns to the bidirectional hydraulic pump 14 through the pipelines 21 and 11, completing the hydraulic circulation. At the same time, the piston rod 3 drives the vehicle body side 19 to move upward with the same force. When the height sensors detect that the corresponding vehicle body height reaches the corresponding target height, the control device 1300 controls the switching valves 10 and 17 to close, and the motor 15 stops operating and enters standby mode. When the height sensors detect that the corresponding vehicle body height has changed significantly or the hydraulic pressure detected by the pressure sensors 9 and 18 decreases, the control device 1300 controls the switching valves 10 and 17 to reconnect based on the calculation of the ECU model, and the motor 15 restarts, so that the shock absorber 1 applies a force to the vehicle body to maintain its stability. During the process of applying an upward force to the vehicle body, the energy accumulator 16 is configured to store hydraulic pressure, stabilizing the pressure change in the shock absorber and helping the shock absorber rapidly increase its pressure. The energy accumulator 13 may be configured to compensate for the pressure difference caused by the upward movement of the shock absorber piston rod 3 to balance the pressure in the shock absorber.

[0129] For any wheel, lowering the vehicle height may involve compressing the shock absorber 1 corresponding to that wheel to lower the suspension height. Specifically, the control device 1300 may control the switching valves 10 and 17 to open so that the pipelines communicate with each other. The motor 15 drives the bidirectional hydraulic pump 14 to rotate in reverse. The liquid medium 7 enters the upper chamber 4 through the pipelines 11 and 21, causing a sudden increase in pressure in the cylinder 8. The hydraulic pressures in the upper chamber 4 and the lower chamber 6 are detected using pressure sensors 9 and 18, respectively, and the detected hydraulic pressures are transmitted to the control device 1300. As a result, the control device 1300 calculates the actual force applied to the vehicle body by the shock absorber 1 based on the hydraulic pressures in the upper chamber 4 and the lower chamber 6. The pressure difference between the upper and lower chambers in the cylinder 8 generates hydraulic pressure, pushing the piston assembly 5 and the piston rod 3 downward relative to the cylinder 8. The liquid medium in the lower chamber 6 on the other side flows out and returns to the bidirectional hydraulic pump 14 through the pipelines 20 and 12, completing the hydraulic circulation. At the same time, the piston rod 3 drives the vehicle body side 19 to move downward with the same force. When the height sensors detect that the corresponding vehicle body heights have reached the corresponding target heights, the control device 1300 controls the switching valves 10 and 17 to be closed, and the motor 15 stops operating and enters a standby mode. When the height sensors detect that the corresponding vehicle body heights have changed significantly or the hydraulic pressure detected by the pressure sensors 9 and 18 decreases, the control device 1300 controls the switching valves 10 and 17 to be reconnected based on the calculation of the ECU model, and the motor 15 restarts, so that the shock absorber 1 applies a force to the vehicle body to maintain the stability of the vehicle body. In the process of applying a downward force to the vehicle body, the energy accumulator 13 may be configured to store hydraulic pressure to stabilize the pressure change in the shock absorber and assist in a rapid pressure increase in the shock absorber. The energy accumulator 16 may be configured to compensate for the pressure difference caused by the downward movement of the shock absorber piston rod 3 to balance the pressure in the shock absorber.

[0130] In this embodiment, when the vehicle is in three-wheel driving mode, the switching valves 10 and 17 are closed and the motor and bidirectional hydraulic pump enter standby mode, which shortens the operating time of the bidirectional hydraulic pump, prevents the bidirectional hydraulic pump from overheating due to long-term operation, and reduces the power consumption of the bidirectional hydraulic pump.

[0131] According to this embodiment, in order to adjust the vehicle body posture, the height of the suspension corresponding to another wheel may be adjusted, thereby adjusting the corresponding vehicle body height.

[0132] In embodiments where the first wheel includes multiple wheels located on one connecting axle of the vehicle, the suspension height corresponding to the wheels on another connecting axle of the vehicle may be adjusted to achieve adjustment of the vehicle attitude.

[0133] Specifically, the suspension height corresponding to the wheels on the other connecting axle may be lowered, i.e., the vehicle height corresponding to the wheels on the other connecting axle may be lowered, resulting in the center of mass moving toward the other connecting axle, achieving the effect of adjusting the center of mass to zero the load on the first wheel.

[0134] In embodiments where the first wheel includes multiple wheels located on the same side of the vehicle, the load on the first wheel may be zero and the weight of the vehicle body may be supported by the wheels on the other side of the vehicle, resulting in the vehicle running on two wheels.

[0135] Specifically, the suspension height corresponding to the wheels on the other side may be lowered, i.e., the body height corresponding to the wheels on the other side may be lowered, resulting in the center of mass moving toward the other side of the vehicle, achieving the effect of adjusting the center of mass to zero the load on the first wheel.

[0136] In one embodiment of the present disclosure, adjusting the position of the center of mass by adjusting the vehicle body posture so that the load on the first wheel is zero may include adjusting the center of mass to be within a target area, and adjusting the position of the center of mass within the target area so that the load on the first wheel is zero.

[0137] In this embodiment, the center of mass is first adjusted to be within the target area, and then the position of the center of mass is adjusted within the target area, so that the center of mass can be quickly adjusted to a position where the load on the first wheel is zero, allowing the vehicle body to quickly reach a stable state.

[0138] In one embodiment of the present disclosure, adjusting the center of mass to be within the target area includes adjusting a body height corresponding to the second wheel to a first target height and adjusting a body height corresponding to the third wheel to a second target height, the first target height being higher than the second target height.

[0139] In this embodiment, the first target height and the second target height may be set in advance according to an application scenario or specific requirements, or may be obtained through calculation based on the vehicle height corresponding to at least one wheel before the center of mass is adjusted.

[0140] Furthermore, the vehicle height corresponding to the second wheel may be raised to a first target height, and the vehicle height corresponding to the third wheel may be raised to a second target height, such that the vehicle height corresponding to the second wheel is higher than the vehicle height corresponding to the third wheel. In this manner, the center of mass can be adjusted to be within the target region.

[0141] The method for raising the vehicle height corresponding to the second wheel and the vehicle height corresponding to the third wheel may be to extend the shock absorbers corresponding to the second wheel and the third wheel to raise the height of the suspension corresponding to the second wheel and the third wheel. For details, please refer to the control method of the shock absorbers in the above-mentioned embodiment. The details will not be described again in this specification.

[0142] In one embodiment of the present disclosure, adjusting the position of the center of mass within the target region so that the load on the first wheel is zero may include lowering a vehicle height corresponding to a fourth wheel so that the load on the first wheel is zero. The method of lowering the vehicle height corresponding to the fourth wheel may be to compress a shock absorber corresponding to the fourth wheel to lower the height of a suspension corresponding to the fourth wheel. For details, please refer to the method for compressing the shock absorber in the previous embodiment. Details will not be described again in this specification.

[0143] While the body height corresponding to the second wheel and the body height corresponding to the third wheel remain unchanged, the body height corresponding to the fourth wheel is lowered, so that the center of mass moves closer to the fourth wheel, which can ensure that the center of mass is always located within the target area during the adjustment process, and can also quickly adjust the center of mass to a position where the load on the first wheel is zero.

[0144] In one embodiment of the present disclosure, the method may further include adjusting a tilt angle of the vehicle body relative to the ground such that the absolute value of the tilt angle is less than or equal to an angle threshold.

[0145] The angle threshold may be preset according to application scenarios or specific requirements, for example, the angle threshold may be 5 degrees.

[0146] Specifically, the tilt angle of the vehicle body relative to the ground may be adjusted by adjusting the body height corresponding to any wheel of the vehicle.

[0147] Furthermore, adjusting the inclination angle of the vehicle body with respect to the ground so that the absolute value of the inclination angle is equal to or less than the angle threshold may include detecting the inclination angle of the vehicle body with respect to the ground, and when the absolute value of the inclination angle is greater than the angle threshold, adjusting the vehicle body height corresponding to the fourth wheel until the absolute value of the inclination angle is equal to or less than the angle threshold.

[0148] When the load on the first wheel is zero, if the tilt angle is greater than the angle threshold, it indicates that the vehicle height corresponding to the first wheel is too high and the vehicle height corresponding to the fourth wheel is too low. To lower the vehicle height corresponding to the first wheel, the vehicle height corresponding to the fourth wheel may be raised so that the absolute value of the tilt angle of the vehicle body relative to the ground is equal to or less than the angle threshold.

[0149] The method for raising the vehicle height corresponding to the fourth wheel may be to extend the shock absorber corresponding to the fourth wheel to raise the height of the suspension corresponding to the fourth wheel. For details, please refer to the method for extending the shock absorber in the above embodiment. The details will not be described again in this specification.

[0150] When the load of the first wheel is not zero, if the tilt angle is greater than the angle threshold, it indicates that the vehicle height corresponding to the first wheel is too low and the vehicle height corresponding to the fourth wheel is too high. To make the load of the first wheel zero and reduce the absolute value of the tilt angle, the vehicle height corresponding to the fourth wheel may be lowered until the absolute value of the tilt angle of the vehicle body relative to the ground is equal to or less than the angle threshold.

[0151] According to this embodiment, when the absolute value of the inclination angle of the vehicle body relative to the ground is greater than the angle threshold, the vehicle body height corresponding to the fourth wheel is adjusted, so that the vehicle body posture can be quickly adjusted to a stable state.

[0152] Based on this, adjusting the position of the center of mass by adjusting the body attitude so that the load on the first wheel is zero may include adjusting the position of the center of mass and the tilt angle until the absolute value of the tilt angle is less than or equal to an angle threshold and the load on the first wheel is zero.

[0153] In this embodiment, the position of the center of mass and the inclination angle of the vehicle body relative to the ground are adjusted until the absolute value of the inclination angle of the vehicle body relative to the ground becomes equal to or less than the angle threshold and the load on the first wheel becomes zero. This enables the vehicle to maintain its balance while traveling on three wheels, improving the stability and safety of the vehicle traveling on three wheels.

[0154] In one embodiment of the present disclosure, the method may further include controlling the first wheel to lift when the load on the first wheel is zero so that the first wheel is lifted off the ground.

[0155] In this embodiment, when the load on the first wheel is zero, controlling the first wheel to rise may include lowering the height between the first wheel and the vehicle body when the vehicle body height corresponding to the first wheel does not change, i.e., compressing the shock absorber corresponding to the first wheel to lower the height of the corresponding suspension.

[0156] If the first tire is a ruptured tire, the ruptured tire is controlled to move away from the ground, thereby preventing the ruptured tire from being affected by potholes on the road surface and improving vehicle safety.

[0157] In an embodiment of the present disclosure, the method may further include the following steps S3110 to S3130.

[0158] Step S3110: Detect the current running speed of the vehicle by using the speed sensor of the vehicle.

[0159] In step S3120, if the current driving speed is greater than the preset speed threshold, determine a third braking force of the third wheel based on the current driving speed, and determine a second braking force of the second wheel and a fourth braking force of the fourth wheel based on the third braking force, so that the second braking force, the third braking force, and the fourth braking force are satisfied by the following braking torque balance equation: F2*y2+F4*y4=F3*y3 Make sure to satisfy the following.

[0160] F2 represents the second braking force, F3 represents the third braking force, F4 represents the fourth braking force, y2 represents the distance between the center of the second wheel and the center of mass of the vehicle in the width direction, y3 represents the distance between the center of the third wheel and the center of mass of the vehicle in the width direction, and y4 represents the distance between the center of the fourth wheel and the center of mass of the vehicle in the width direction.

[0161] In one embodiment, determining the third braking force of the third wheel based on the current driving speed includes searching a second comparison table of a mapping relationship between braking force and driving speed based on the current driving speed, and obtaining a braking force corresponding to the current driving speed as the third braking force.

[0162] Furthermore, the second comparison table may be searched for a third braking force corresponding to the current driving speed. If the current driving speed cannot be directly found in the second comparison table, two values ​​adjacent to the current driving speed may be found, and based on these two values ​​and the braking forces respectively corresponding to these two values, the braking force corresponding to the current driving speed is obtained as the third braking force by using an interpolation means.

[0163] Furthermore, the second comparison table may also represent a mapping relationship between a plurality of speed ranges and braking forces, and in this case, the second comparison table may be searched to determine the braking force corresponding to the speed range to which the current driving speed belongs as the third braking force.

[0164] In this embodiment, as long as the third braking force, the acquired second braking force, and the acquired fourth braking force satisfy the above braking torque balance equation, the second braking force and the fourth braking force determined based on the third braking force may not be the only solution.

[0165] Step S3130: Control the braking of the vehicle based on the second braking force, the third braking force, and the fourth braking force.

[0166] Specifically, the braking device corresponding to the second tire may be controlled to apply a second braking force to the second tire, the braking device corresponding to the third tire may be controlled to apply a third braking force to the third tire, and the braking device corresponding to the fourth tire may be controlled to apply a fourth braking force to the fourth tire.

[0167] Because the position of the vehicle's center of mass is adjusted, the vehicle may tilt during braking if the same braking force is applied to the second, third, and fourth tires.

[0168] Therefore, in this embodiment, during braking of the vehicle, a second braking force is applied to the second tire, a third braking force is applied to the third tire, and a fourth braking force is applied to the fourth tire to achieve a braking torque balance, which can ensure the stability of the vehicle body during braking.

[0169] 6 is a block diagram of a vehicle control device according to one embodiment of the present disclosure. As shown in FIG. 6, the vehicle control device 6000 may include a wheel determination module 6100 and an attitude adjustment module 6200. The wheel determination module 6100 is configured to determine a first wheel of the vehicle, where the first wheel is a wheel with a target load of zero. The attitude adjustment module 6200 is configured to adjust the position of the center of mass of the vehicle by adjusting the body attitude of the vehicle so that the load on the first wheel is zero.

[0170] In one embodiment of the present disclosure, the attitude adjustment module 6200 also The position of the center of mass may be configured to be adjusted within a target area, the target area being an area other than the area of ​​the first wheel.

[0171] In one embodiment of the present disclosure, the target area is defined such that the distance between the first wheel and the center of mass in the longitudinal direction of the vehicle is greater than the distance between the third wheel and the center of mass, and the third wheel and the first wheel are located on the same side of the vehicle.

[0172] Alternatively, the target area is defined such that the distance between the first wheel and the center of mass in the width direction of the vehicle is greater than the distance between the second wheel and the center of mass, and the second wheel and the first wheel are located on the same connecting axle of the vehicle.

[0173] In one embodiment of the present disclosure, the attitude adjustment module 6200 also The vehicle may be configured to adjust the body posture by adjusting the body height corresponding to another wheel, the other wheel being a wheel other than the first wheel on the vehicle.

[0174] In one embodiment of the present disclosure, the attitude adjustment module 6200 includes: a first adjustment unit configured to adjust the center of mass to be within a target area, the target area being an area other than an area of ​​the first wheel; a second adjusting unit configured to adjust the position of the center of mass within the target area so that the load on the first wheel is zero; It may further include:

[0175] In one embodiment of the present disclosure, the first adjustment unit comprises: adjusting a vehicle height corresponding to a second wheel of the vehicle to a first target height; Adjusting the vehicle height corresponding to the third wheel of the vehicle to a second target height It is further configured as follows.

[0176] The second wheel and the first wheel are located on the same connecting axle of the vehicle, the third wheel and the first wheel are located on the same side of the vehicle, and the first target height is higher than the second target height.

[0177] In one embodiment of the present disclosure, the second adjustment unit comprises: Lowering the vehicle's fourth wheel so that the load on the first wheel is zero The fourth wheel and the first wheel are further configured to be diagonally disposed relative to one another on the vehicle.

[0178] In one embodiment of the present disclosure, the vehicle control device 6000 The vehicle further includes a lean angle adjustment module configured to adjust the lean angle of the vehicle body relative to the ground so that the absolute value of the lean angle is equal to or less than an angle threshold.

[0179] The attitude adjustment module 6200 is The method is further configured to adjust the position of the center of mass and the tilt angle until the absolute value of the tilt angle is less than or equal to the angle threshold and the load on the first wheel is zero.

[0180] In one embodiment of the present disclosure, the tilt angle adjustment module comprises: The vehicle is further configured to detect an inclination angle of the vehicle body relative to the ground, and when the absolute value of the inclination angle is greater than an angle threshold, adjust the vehicle height corresponding to a fourth wheel of the vehicle until the absolute value of the inclination angle is equal to or less than the angle threshold, wherein the fourth wheel and the first wheel are arranged diagonally opposite each other on the vehicle.

[0181] In one embodiment of the present disclosure, the vehicle control device 6000 The vehicle further includes a vehicle lift module configured to control the first wheel to lift so that the first wheel is lifted off the ground when the load on the first wheel is zero.

[0182] FIG. 7 is a block diagram of a controller according to one embodiment of the present disclosure.

[0183] 7, the controller 7000 includes a memory 7200 and a processor 7100. The memory 7200 stores a computer program, which is used to control the processor 7100 to operate to perform a method according to any embodiment of the present disclosure.

[0184] The present embodiment also provides a suspension system 8000. In one example, the suspension system 8000 may be, for example, the suspension system 1000 shown in FIG.

[0185] 8, a suspension system 8000 may include an independent suspension 8100 and a control device 8200. The independent suspension 8100 includes shock absorbers connecting the vehicle body to each wheel. The control device 8200 is configured to determine a first wheel of the vehicle and control the operation of at least one shock absorber to adjust the position of the center of mass of the vehicle so that the load on the first wheel is zero, the first wheel being the wheel with the target load of zero.

[0186] In one embodiment, the control device 8200 may be the vehicle control device 6000 described above, or may be the controller 7000 described above.

[0187] The at least one shock absorber whose operation is controlled by the control device 8200 may include at least one of a shock absorber corresponding to the second wheel, a shock absorber corresponding to the third wheel, and a shock absorber corresponding to the fourth wheel. Based on this, a shock absorber corresponding to the first wheel may also be included.

[0188] The present embodiment further provides a vehicle, which may include the controller, the vehicle control device, or the suspension system described in the previous embodiment.

[0189] The vehicle may be a two-wheel drive or four-wheel drive vehicle with independent suspension on the front and rear axles.

[0190] The vehicle of this embodiment may be a fuel vehicle or a vehicle equipped with a power battery. Specifically, the vehicle may be a pure electric vehicle or a hybrid electric vehicle.

[0191] In one example, the vehicle may also have at least one of other hardware structures such as an engine, a motor controller, a sensing device, an input device, an interface device, an output device, a motor, a power battery, etc., which are not limited herein.

[0192] The rear end of the engine (one end connected to the flywheel) is connected via a clutch to the input end of a reducer, the output end of which is connected to the wheel axle, so that the wheels are driven to rotate by the engine.

[0193] The motor controller is configured to control the operation of the motor based on the control instructions sent by the processor. For example, the motor controller may control the motor to output torque to rotate a wheel axle. In another example, the motor controller may control the motor to feed back electrical energy to a power battery.

[0194] The sensing device may include at least one of a variety of sensors, such as a rotational speed sensor, an attitude sensor, a temperature sensor, a humidity sensor, a pressure sensor, and the like.

[0195] The input device may include a key circuit, a touch screen, a microphone, a knob circuit, an accelerator control having an accelerator pedal, a brake control having a brake pedal, and the like.

[0196] The interface device may include a headset jack, a diagnostic interface for an on board diagnostics (OBD) system, a charging interface, a USB interface, and the like.

[0197] The output device may include a display screen, a speaker, various indicators, and the like.

[0198] When the motor is used as an electric motor, a power battery may be configured to provide electrical energy to the motor.

[0199] The present embodiment provides a computer-readable storage medium that stores a computer program, which, when executed by a processor, performs the method described in any of the method embodiments of the present disclosure.

[0200] The present disclosure may be a system, method, and / or computer program product, which may include a computer-readable storage medium carrying computer-readable program instructions for enabling a processor to implement various aspects of the present disclosure.

Claims

1. determining a first wheel of the vehicle, the first wheel being a wheel with a zero target load; adjusting the position of the center of mass of the vehicle by adjusting the body posture of the vehicle so that the load on the first wheel becomes zero; A vehicle control method comprising:

2. adjusting the position of the center of mass of the vehicle by adjusting the body attitude of the vehicle, The method of claim 1 , comprising adjusting the position of the center of mass within a target area, the target area being an area other than an area of ​​the first wheel.

3. the target area is defined such that a distance between the first wheel and the center of mass in the longitudinal direction of the vehicle is greater than a distance between a third wheel and the center of mass, and the third wheel and the first wheel are located on the same side of the vehicle; or 3. The method of claim 2, wherein the target area is defined such that a distance between the first wheel and the center of mass in a width direction of the vehicle is greater than a distance between a second wheel and the center of mass, and the second wheel and the first wheel are located on the same connecting axle of the vehicle.

4. adjusting the position of the center of mass of the vehicle by adjusting the body attitude of the vehicle, 4. The method of claim 1, further comprising adjusting the body posture by adjusting a body height corresponding to another wheel, the other wheel being a wheel other than the first wheel on the vehicle.

5. adjusting the position of the center of mass of the vehicle by adjusting the body attitude of the vehicle so that the load on the first wheel is zero; adjusting the center of mass to be within the target area, the target area being the area other than the area of ​​the first wheel; adjusting the position of the center of mass within the target area so that the load on the first wheel is zero; The method of any one of claims 1 to 4, comprising:

6. adjusting the center of mass of the vehicle to be within the target area; adjusting a vehicle height corresponding to the second wheel of the vehicle to a first target height; adjusting a vehicle height corresponding to the third wheel of the vehicle to a second target height; Equipped with 6. The method of claim 5, wherein the second wheel and the first wheel are located on the same connecting axle of the vehicle, the third wheel and the first wheel are located on the same side of the vehicle, and the first target height is higher than the second target height.

7. adjusting the position of the center of mass within the target area so that the load on the first wheel is zero; 7. The method of claim 5 or 6, comprising lowering a vehicle height corresponding to a fourth wheel of the vehicle so that the load on the first wheel is zero, the fourth wheel and the first wheel being positioned diagonally opposite each other on the vehicle.

8. The method comprises: adjusting an inclination angle of the vehicle body with respect to the ground so that the absolute value of the inclination angle is equal to or less than an angle threshold value; adjusting the position of the center of mass by adjusting the vehicle body attitude so that the load on the first wheel becomes zero; 8. The method of claim 1, comprising adjusting the position of the center of mass and the tilt angle until the absolute value of the tilt angle is less than or equal to the angle threshold and the load on the first wheel is zero.

9. adjusting the inclination angle of the vehicle body with respect to the ground so that the absolute value of the inclination angle is equal to or less than the angle threshold value; Detecting the inclination angle of the vehicle body with respect to the ground; when the absolute value of the tilt angle is greater than the angle threshold, adjusting the body height corresponding to the fourth wheel of the vehicle until the absolute value of the tilt angle is equal to or less than the angle threshold; 9. The method of claim 8, wherein the fourth wheel and the first wheel are positioned diagonally relative to one another on the vehicle.

10. The method comprises:

10. The method of claim 1, further comprising controlling the first wheel to lift when the load on the first wheel is zero so that the first wheel is off the ground.

11. an independent suspension having shock absorbers connecting the vehicle body and each wheel; a control device configured to determine a first wheel of the vehicle and to control operation of at least one shock absorber to adjust a position of a center of mass of the vehicle so that a load on the first wheel is zero, the first wheel being a wheel with a target load of zero; A suspension system comprising:

12. A controller comprising a memory and a processor, the memory storing executable instructions, the instructions being used to control the processor to operate to perform the method of any one of claims 1 to 10.

13. A vehicle comprising the suspension system of claim 11 or the controller of claim 12.

14. a wheel determination module configured to determine a first wheel of the vehicle, the first wheel being a wheel with a zero target load; an attitude adjustment module configured to adjust a position of a center of mass of the vehicle by adjusting a body attitude of the vehicle so that a load on the first wheel is zero; A vehicle control device comprising:

15. A computer readable storage medium storing a computer program, the computer program being adapted to perform the method of any one of claims 1 to 10 when executed by a processor.

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