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

Abstract

A vehicle control method, a medium, a program product, a controller, and a vehicle. The vehicle control method comprises: acquiring driving parameters of a vehicle (S101); on the basis of the driving parameters, determining roll control parameters, the roll control parameters representing the roll state of the vehicle (S102); and on the basis of the roll control parameters, controlling air springs of the vehicle (S103). The present application can realize automatic and accurate control over air springs having different chambers.

Description

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

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This disclosure claims priority to Chinese patent application number 202410368460.3, filed with the China Patent Office on March 28, 2024, entitled “Vehicle Control Method, Medium, Program Product, Controller and Vehicle,” the entire contents of which are incorporated by reference into this disclosure. Technical Field

[0003] The present disclosure relates to the field of vehicle control technology, and in particular to a vehicle control method, medium, program product, controller, and vehicle. Background Art

[0004] An air spring is a spring that is filled with compressed air in a retractable, sealed container and utilizes the elastic action of air. It can also be called an air bag, air bag cylinder, or leather bag cylinder.

[0005] In the related art, the stiffness of the air spring needs to be manually switched to achieve control of the dual-chamber air spring. This requires the driver to be distracted while driving to manually control the air spring, increasing the probability of accidents. Summary of the Invention

[0006] The purpose of the present disclosure is to provide a vehicle control method, medium, program product, controller and vehicle, which can automatically and accurately control air springs in different chambers.

[0007] To achieve the above objectives, in a first aspect, the present disclosure provides a vehicle control method, comprising:

[0008] Obtain vehicle driving parameters;

[0009] determining a roll control parameter according to the driving parameter, wherein the roll control parameter represents a roll state of the vehicle;

[0010] The air spring of the vehicle is controlled according to the roll control parameter.

[0011] In a second aspect, the present disclosure provides a controller, comprising:

[0012] a first memory storing computer program instructions;

[0013] The first processor is used to execute the computer program instructions in the first memory to implement the vehicle control method described in the first aspect.

[0014] In a third aspect, the present disclosure provides a vehicle comprising an air spring and the controller described in the second aspect.

[0015] In a fourth aspect, the present disclosure provides a non-temporary computer-readable storage medium having a computer program stored thereon, which implements the method described in the first aspect when executed by a processor.

[0016] In a fifth aspect, the present disclosure provides a computer program product, comprising a computer program, which implements the method described in the first aspect when executed by a processor.

[0017] Through the above technical solution, the present disclosure determines the roll control parameters according to the driving parameters of the vehicle, and controls the air springs of the vehicle according to the roll control parameters to achieve automatic and accurate control of the air springs in different chambers.

[0018] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following detailed description, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0020] FIG1 is a flowchart showing a vehicle control method according to an exemplary embodiment of the present disclosure.

[0021] FIG2 is an axial cross-sectional view of a three-chamber air spring.

[0022] FIG. 3 a is a schematic diagram showing four stiffness switching modes of a three-chamber air spring.

[0023] FIG3 b is a schematic diagram showing three stiffness switchings of a three-chamber air spring.

[0024] FIG. 4 is a schematic diagram showing two stiffness switchings of a dual-chamber air spring.

[0025] FIG. 5 is a stiffness curve showing roll angle and lateral acceleration at different stiffnesses according to an exemplary embodiment of the present disclosure.

[0026] FIG6 is a flowchart showing a method of performing steady-state roll control on a vehicle according to an exemplary embodiment of the present disclosure.

[0027] FIG. 7 is a flowchart showing a method of performing transient roll control on a vehicle according to an exemplary embodiment of the present disclosure.

[0028] FIG8 is a flowchart showing a method of simultaneously performing steady-state roll control and transient roll control on a vehicle according to an exemplary embodiment of the present disclosure.

[0029] FIG. 9 is a block diagram of a controller according to an exemplary embodiment of the present disclosure.

[0030] FIG. 10 is a block diagram of a vehicle according to an exemplary embodiment of the present disclosure.

[0031] DESCRIPTION OF REFERENCE NUMERALS 1 Upper cover plate; 2 Main air chamber; 3 Shock absorber; 4 First auxiliary air chamber; 5 First stiffness valve; 6 Second stiffness valve; 7 Second auxiliary air chamber; 8 Lower base plate DETAILED DESCRIPTION

[0032] The following describes the specific embodiments of the present disclosure in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present disclosure and are not intended to limit the present disclosure.

[0033] The present disclosure provides a vehicle control method, medium, program product, controller, and vehicle, which can prevent the vehicle from rolling by controlling the stiffness of an air spring.

[0034] FIG1 is a flow chart of a vehicle control method according to an exemplary embodiment of the present disclosure. As shown in FIG1 , the vehicle control method may include the following steps:

[0035] In step S101 , the driving parameters of the vehicle are acquired.

[0036] It is worth noting that the vehicle's driving parameters may be parameters related to vehicle roll, such as steering wheel angular acceleration, steering wheel angle, vehicle speed, and other parameters.

[0037] In step S102 , a roll control parameter is determined according to the driving parameter, where the roll control parameter represents the roll state of the vehicle.

[0038] In step S103 , the air springs of the vehicle are controlled according to the roll control parameters.

[0039] It is worth noting that air springs can be divided into two types: three-chamber air springs and two-chamber air springs. The signals of the air springs corresponding to the four wheels on the same vehicle are consistent, that is, there is only one type of air spring on the same vehicle.

[0040] As shown in Figure 2, the three-chamber air spring includes an upper cover plate 1, a main air chamber 2, a shock absorber 3, a first auxiliary air chamber 4, a first stiffness valve 5, a second stiffness valve 6, a second auxiliary air chamber 7 and a lower base plate 8. Among them, the main air chamber 2 is the main working air chamber of the three-chamber air spring. Since the change in the volume of the main air chamber 2 will affect the rise and fall of the vehicle suspension height, the height of the vehicle can be controlled by controlling the volume of the main air chamber 2 of the three-chamber air spring, thereby reducing the probability of the vehicle body rolling. Since the first auxiliary air chamber 4 and the second auxiliary air chamber 7 are designed as air chambers with fixed volumes, the first auxiliary air chamber 4 and the second auxiliary air chamber 7 only involve the stiffness adjustment of the three-chamber air spring, and do not involve the height control of the three-chamber air spring. When the first stiffness valve 5 and the second stiffness valve 6 are both in the open state, the main air chamber 2 is connected to the first auxiliary air chamber 4 and the second auxiliary air chamber 7 at the same time. The stiffness calculation formula of the air spring is as follows:

[0041] Among them, K0 represents the stiffness of the air spring, D represents the effective diameter of the air spring, and p 10 Characterizes the absolute pressure of the gas in the air spring at the static equilibrium position, Characterizes the effective diameter change rate of the air spring, m characterizes the polynomial index, generally m = 1.33, p a Represents the standard atmospheric pressure, V0 represents the gas volume of the air spring in the static equilibrium position, and A represents the effective pressure-bearing area of ​​the air spring.

[0042] For conventional three-chamber air springs, there are two major types of stiffness change schemes. The first type is four stiffness switching, and the second type is three stiffness switching. The main air chamber 2 is the main air chamber V0, the first auxiliary air chamber 4 is the auxiliary air chamber V1, and the second auxiliary air chamber 7 is the auxiliary air chamber V2. The volume of the main air chamber V0 is greater than the volume of the auxiliary air chamber V1 and the volume of the auxiliary air chamber V2. The first stiffness valve 5 is the stiffness valve 1, and the second stiffness valve 6 is the stiffness valve 2.

[0043] As shown in Figure 3a, during the four stiffness switching processes, the states of the two stiffness valves and the three air chambers may include:

[0044] The three-chamber air spring switches to stiffness K1: stiffness valve 1 and stiffness valve 2 are both in the closed state, and only the main air chamber V0 is working.

[0045] The three-chamber air spring switches to stiffness K2: stiffness valve 1 is in a closed state, stiffness valve 2 is in an open state, the main air chamber V0 is connected to the auxiliary air chamber V2, and the main air chamber V0 and the auxiliary air chamber V2 are working.

[0046] The three-chamber air spring switches to stiffness K3: stiffness valve 1 is in the open state, stiffness valve 2 is in the closed state, the main air chamber V0 is connected to the auxiliary air chamber V1, and the main air chamber V0 and the auxiliary air chamber V1 are working.

[0047] The three-chamber air spring switches to stiffness K4: stiffness valve 1 and stiffness valve 2 are both in the open state, and the main air chamber V0 is connected with the auxiliary air chamber V1 and the auxiliary air chamber V2 at the same time. At this time, the main air chamber V0, the auxiliary air chamber V1 and the auxiliary air chamber V2 work at the same time.

[0048] The relationship between the four stiffnesses of the three-chamber air spring is: K4<K3<K2<K1.

[0049] As shown in FIG3b , during the three stiffness switching processes, the states of the two stiffness valves and the three air chambers may include:

[0050] The three-chamber air spring switches to stiffness K1: stiffness valve 1 and stiffness valve 2 are both in the closed state, and only the main air chamber V0 is working.

[0051] The three-chamber air spring switches to stiffness K3: stiffness valve 1 is in the open state, stiffness valve 2 is in the closed state, the main air chamber V0 is connected to the auxiliary air chamber V1, and the main air chamber V0 and the auxiliary air chamber V1 are working.

[0052] The three-chamber air spring switches to stiffness K4: stiffness valve 1 and stiffness valve 2 are both in the open state, and the main air chamber V0 is connected with the auxiliary air chamber V1 and the auxiliary air chamber V2 at the same time. At this time, the main air chamber V0, the auxiliary air chamber V1 and the auxiliary air chamber V2 work at the same time.

[0053] The relationship between the four stiffnesses of the three-chamber air spring is: K4<K3<K1.

[0054] Compared to a three-chamber air spring, a conventional dual-chamber air spring does not have a second auxiliary air chamber 7 and only has one stiffness valve. For a conventional dual-chamber air spring, there is only one type of stiffness variation scheme, with the main air chamber 2 as the main air chamber V0 and the first auxiliary air chamber 4 as the auxiliary air chamber V1. The volume of the main air chamber V0 is greater than the volume of the auxiliary air chamber V1. For example:

[0055] As shown in FIG4 , during the switching process between the two stiffnesses, the states of the stiffness valve and the two air chambers may include:

[0056] The dual-chamber air spring switches to stiffness K1: the stiffness valve is in the closed state, and only the main air chamber V0 is working.

[0057] The dual-chamber air spring switches to stiffness K2: the stiffness valve is in the open state, the main air chamber V0 is connected to the auxiliary air chamber V1, and the main air chamber V0 and the auxiliary air chamber V1 are working.

[0058] The relationship between the two stiffnesses of the double-chamber air spring is: K2<K1.

[0059] In the disclosed embodiments, roll control parameters are determined based on the vehicle's driving parameters. Based on these roll control parameters, the vehicle's air springs are controlled to automatically and accurately control the air springs in different chambers. Furthermore, because the disclosed embodiments are not limited to air spring types, they offer a wider range of applications and greater adaptability.

[0060] In order to facilitate those skilled in the art to better understand the vehicle control method provided by the present disclosure, the vehicle control method is described in detail below.

[0061] It is worth noting that, in the embodiments of the present disclosure, the vehicle can be controlled in three ways to prevent the vehicle body from rolling. The first control method may be to control the stiffness of the air spring according to the roll angle of the vehicle when it is in a steady state, thereby performing steady-state roll control on the vehicle. The second control method may be to control the stiffness of the air spring according to the current vehicle steering state or the current driver's intention as represented by the driving parameters, thereby performing transient roll control on the vehicle. The third control method may be to control the stiffness of the vehicle according to both the driver's intention and the roll angle of the vehicle when it is in a steady state, thereby performing roll control on the vehicle. These three control methods are described in detail below.

[0062] The first control method performs steady-state roll control on the vehicle according to the roll angle of the vehicle when the vehicle is in a steady state, as described below.

[0063] In a feasible implementation manner, the roll control parameter may include a steady-state control parameter, which represents the roll state of the vehicle when it is stable under the current driving parameters;

[0064] Controlling the vehicle's air springs based on the roll control parameters may include:

[0065] The vehicle's air springs are controlled according to steady-state control parameters.

[0066] It should be understood that stability refers to a state in which all forces affecting the vehicle's roll motion, such as the roll force and air spring resistance, are in equilibrium. The roll state can be expressed as the angle between the vehicle's height and vertical directions (i.e., the roll angle). Because the air spring resistance is related to both stiffness and roll angle, the stable vehicle roll state under current driving parameters refers to the predicted stable vehicle roll state, assuming all forces affecting the vehicle's roll motion remain constant.

[0067] It is worth noting that during the vehicle's steering process, there is a corresponding relationship between the vehicle's lateral acceleration and roll angle at different stiffnesses. Therefore, when performing steady-state roll control, the vehicle's roll angle can be first estimated based on the vehicle's lateral acceleration, and then the stiffness of the air spring can be determined based on the estimated roll angle.

[0068] In one feasible embodiment, when the steady-state control parameter includes an intermediate roll angle predicted based on the lateral acceleration of the vehicle and the initial stiffness of the air spring, controlling the air spring of the vehicle based on the steady-state control parameter may include:

[0069] When the intermediate roll angle is greater than the preset roll angle, a second stiffness is determined according to the intermediate roll angle, and the air spring is controlled according to the second stiffness.

[0070] It is worth noting that the intermediate roll angle represents a predicted value for stability when the current driving parameters remain unchanged. The preset roll angle can be preset based on the vehicle's roll risk or based on the user's expectations of the vehicle's steering safety, and this disclosure does not limit this.

[0071] For example, an intermediate roll angle is determined based on the lateral acceleration, the initial stiffness, and the correspondence between the lateral acceleration and the roll angle at different stiffnesses. When the intermediate roll angle is greater than a preset roll angle, a second stiffness is determined, and the air spring is controlled to switch from the initial stiffness to the second stiffness.

[0072] In the disclosed embodiment, the final stable intermediate roll angle of the vehicle's steady-state rotation during steering is estimated based on the vehicle's lateral acceleration and the initial stiffness of the air spring, the most suitable stiffness that can achieve the intermediate roll angle is used as the second stiffness, and the air spring is controlled to switch from the initial stiffness to the second stiffness. This can distinguish between vehicle roll caused by terrain or steering, and achieve steady-state roll control of the vehicle based on the roll angle of the vehicle during steady-state steering, thereby improving the safety of vehicle steering.

[0073] In a feasible implementation, the lateral acceleration can be obtained by:

[0074] The lateral acceleration is obtained by calculating the product of the vehicle speed, the steering wheel angle, and a preset angle correction coefficient; alternatively, the lateral acceleration is obtained through the vehicle's inertial measurement unit.

[0075] It is worth noting that the change in lateral acceleration during vehicle steering can sometimes precede the change in roll angle. Therefore, during steady-state control, the roll angle during steady-state steering can be estimated using lateral acceleration. The lateral acceleration can be obtained from the vehicle's Inertial Measurement Unit (IMU), or by substituting the vehicle speed, steering wheel angle, and a preset angle correction factor into the following estimation formula:

[0076] Lateral acceleration ay = vehicle speed × steering wheel angle × preset angle correction value;

[0077] When determining the intermediate roll angle of the vehicle based on ay obtained from the above estimation formula, the lateral acceleration in the corresponding relationship between the lateral acceleration and the roll angle under different stiffnesses can be obtained using the above estimation formula.

[0078] In the disclosed embodiment, the intermediate roll angle of the vehicle during steady-state steering is estimated by using the lateral acceleration, and the vehicle is subjected to steady-state roll control according to the intermediate roll angle, thereby improving the safety of the vehicle during steady-state steering.

[0079] In one possible implementation, predicting the intermediate roll angle according to the lateral acceleration of the vehicle and the initial stiffness of the air spring may include:

[0080] Based on the vehicle's lateral acceleration and the initial stiffness of the air spring, the initial roll angle is obtained by performing a difference search in a preset record table that represents the corresponding relationship between the roll angle and the lateral acceleration under different stiffnesses;

[0081] When the initial roll angle is greater than the preset roll angle, the minimum stiffness greater than the initial stiffness among the multiple stiffnesses corresponding to the air spring is used as the intermediate stiffness. Based on the lateral acceleration and the intermediate stiffness, the intermediate roll angle is obtained by searching in a preset record table that characterizes the corresponding relationship between the roll angle and the lateral acceleration under different stiffnesses.

[0082] It is worth noting that the initial stiffness may be the current stiffness of the vehicle. The preset roll angle may be preset based on the rollover risk of the vehicle or based on the steering parameters of the vehicle, which is not limited in this disclosure.

[0083] It should be understood that the intermediate roll angle can be estimated by calibration or experimental methods. The estimation process involves the corresponding relationship between the roll angle and lateral acceleration at different air spring stiffnesses. Therefore, it is necessary to conduct tests under different working conditions based on the air spring at different stiffnesses to obtain the corresponding relationship between the roll angle and lateral acceleration at different stiffnesses, and then estimate the roll angle based on this corresponding relationship.

[0084] Taking a three-chamber air spring capable of switching between four stiffness levels as an example, the preset record table for the corresponding relationship between roll angle and lateral acceleration under different stiffness levels is shown in Table 1 below:

[0085] Table 1

[0086] According to the parameters in Table 1, with lateral acceleration as the horizontal coordinate and roll angle as the vertical coordinate, the stiffness curve corresponding to roll angle and lateral acceleration under different stiffness can be obtained as shown in Figure 5.

[0087] For example, taking a three-chamber air spring that can achieve four stiffness switching as an example, according to the current stiffness K3 of the three-chamber air spring and the lateral acceleration ay3 of the vehicle, a difference search is performed in Table 1 to obtain the intermediate roll angle B33. Because B33>the preset roll angle Bmax, the current stiffness K3 of the vehicle does not meet the stiffness requirements and the stiffness needs to be increased.

[0088] It is worth noting that if the lateral acceleration of the vehicle is ay, and ay2<ay<ay3, the difference between ay2 and ay3 is searched to determine ay, and then according to ay and the current stiffness K of the three-chamber air spring, it is searched in Table 1 to obtain the intermediate roll angle.

[0089] In a feasible implementation manner, determining the second stiffness according to the intermediate roll angle may include:

[0090] determining at least one first candidate roll angle according to at least one stiffness of the air spring greater than an initial stiffness and a lateral acceleration when the intermediate roll angle is greater than a preset roll angle;

[0091] When there is a first candidate roll angle that is smaller than the preset roll angle, determining the stiffness of the air spring corresponding to the maximum value of the first candidate roll angles that are smaller than the preset roll angle as the second stiffness;

[0092] When there is no first candidate roll angle smaller than the preset roll angle, the maximum stiffness of the air spring is determined as the second stiffness.

[0093] For example, taking a three-chamber air spring that can achieve four stiffness switching as an example, the intermediate roll angle B33 is determined according to the current stiffness K3 of the three-chamber air spring and the lateral acceleration ay3 of the vehicle. When the intermediate roll angle B33 is greater than the preset roll angle Bmax, continue to search the difference in Table 1 according to K2 and ay3 to obtain B23; if B23≤Bmax, K2 is used as the second stiffness; if B23>Bmax, the difference is searched in Table 1 according to K1 and ay3 to obtain B13; if B13≤Bmax, K1 is used as the second stiffness; if B13>Bmax, and K1 is the maximum stiffness of the three-chamber air spring, K1 is used as the second stiffness.

[0094] In a feasible implementation, the preset record table representing the corresponding relationship between the roll angle and the lateral acceleration under different stiffnesses can be obtained by the following method:

[0095] controlling the vehicle's electronically controlled shock absorbers to activate a target mode, switching the vehicle's air springs to a plurality of preset stiffnesses, and determining the vehicle's roll angle and lateral acceleration under a first operating condition, and the vehicle's roll angle and lateral acceleration under a second operating condition, at each preset stiffness. The target mode is either a comfort mode or a sport mode. The first operating condition represents a vehicle performing a steady-state rotation on level ground at various speeds until the vehicle reaches a preset steady-state rotation speed threshold. The second operating condition represents a vehicle performing a double lane change test at various speeds until the vehicle reaches a preset stable speed threshold.

[0096] The roll angle and lateral acceleration of the vehicle under the first working condition and the second working condition in different target modes are integrated to obtain a preset record table representing the corresponding relationship between the roll angle and the lateral acceleration under different stiffnesses.

[0097] It is worth noting that the electronically controlled shock absorber can be a passive electronically controlled shock absorber or a semi-active electronically controlled shock absorber, which is not limited in the present disclosure.

[0098] For example, the electronically controlled shock absorber of the vehicle is controlled to activate a comfort mode, the air spring of the vehicle is switched to K1, K2, K3, and K4, and at each stiffness, the vehicle is determined to perform a steady-state rotation on a horizontal surface at different speeds until the vehicle reaches a preset steady-state rotation speed threshold, and multiple first roll angles and first lateral accelerations are collected;

[0099] Controlling the vehicle's electronically controlled shock absorbers to activate sport mode, switching the vehicle's air springs to K1, K2, K3, and K4, and controlling the vehicle to perform steady-state rotation on level ground at different speeds at each stiffness until the vehicle reaches a preset steady-state rotation speed threshold, and collecting multiple second roll angles and second lateral accelerations;

[0100] The vehicle's electronically controlled shock absorbers are controlled to activate comfort mode, and the vehicle's air springs are switched to K1, K2, K3, and K4. At each stiffness, the vehicle is controlled to perform a double lane change test at different speeds until the vehicle reaches a preset stable speed threshold. Multiple third roll angles and third lateral accelerations are then collected.

[0101] The vehicle's electronically controlled shock absorbers are controlled to activate sport mode, and the vehicle's air springs are switched to K1, K2, K3, and K4. At each stiffness, the vehicle is controlled to perform a double lane change test at different speeds until the vehicle reaches a preset stable speed threshold. Multiple fourth roll angles and fourth lateral accelerations are then collected.

[0102] The first roll angle and the first lateral acceleration, the second roll angle and the second lateral acceleration, the third roll angle and the third lateral acceleration, and the fourth roll angle and the fourth lateral acceleration are integrated to obtain a preset record table representing the corresponding relationship between the roll angles and lateral accelerations under K1, K2, K3, and K4, as shown in Table 1.

[0103] The second control method, which performs transient roll control on the vehicle according to the driver's intention, is described as follows.

[0104] In a feasible implementation manner, the roll control parameter includes a transient control parameter, and the transient control parameter represents a current vehicle steering state;

[0105] Controlling the vehicle's air springs based on the roll control parameters may include:

[0106] The air spring of the vehicle is controlled according to the transient control parameters.

[0107] It is worth noting that during steady-state roll control of the vehicle, there is a lag in obtaining the lateral acceleration, which leads to a lag in controlling the stiffness of the air spring. Therefore, alternative calculations are required, and transient roll control of the vehicle is performed in combination with the driver's intention, thereby improving the response speed of the system.

[0108] In a feasible implementation manner, the transient control parameter includes a roll control index determined according to the vehicle speed and steering wheel information. Controlling the air spring of the vehicle according to the transient control parameter may include:

[0109] When the roll control index is greater than a preset index threshold, a first stiffness is determined according to the roll control index, and the air spring is controlled according to the first stiffness.

[0110] It is worth noting that the steering wheel information may include steering wheel angular acceleration and steering wheel angle. Substituting the vehicle speed, steering wheel angular acceleration, and steering wheel angle into the following calculation formula, the roll control index is obtained:

[0111] Roll control index r = steering wheel angular acceleration × steering wheel angle × vehicle speed;

[0112] Among them, when the roll control index r is too large, it indicates that the driver is performing an emergency turn and needs to quickly control the air spring stiffness to ensure that the vehicle's body roll angle is not too large, thereby improving vehicle safety.

[0113] It should be understood that the preset index threshold can be preset according to the vehicle body roll angle or according to the safety requirements of vehicle steering. The vehicle speed and steering wheel information can be detected by sensors on the vehicle, and this disclosure does not limit this.

[0114] In the disclosed embodiment, a roll control index is determined according to the driver's intention, a first stiffness is determined according to the roll control index and a preset index threshold, and the air spring is controlled to switch from the initial stiffness to the first stiffness. This can distinguish between vehicle roll caused by terrain or steering and vehicle roll caused by vehicle acceleration and deceleration, and achieve transient roll control of the vehicle according to the driver's intention, thereby improving the safety of vehicle steering.

[0115] It is worth noting that during the transient roll control process, there may be multiple index thresholds corresponding to the air spring, and the number of index thresholds can be determined based on the number of chambers in the air spring and the stiffness adjustment method. For details, please refer to the following implementation.

[0116] In a feasible implementation manner, when the air spring is a three-chamber air spring, determining the first stiffness according to the roll control index may include:

[0117] When the roll control index is greater than the first index threshold, the second minimum stiffness of the air spring is used as the first stiffness.

[0118] When the roll control index is greater than the second index threshold, the second maximum stiffness of the air spring is used as the first stiffness.

[0119] When the roll control index is greater than the third index threshold, the maximum stiffness of the air spring is used as the first stiffness, the first index threshold is less than the second index threshold, and the second index threshold is less than the third index threshold.

[0120] It is worth noting that when the three-chamber air spring has four stiffness adjustment modes, there are three index thresholds corresponding to the three-chamber air spring, that is, there are three preset index thresholds for the three-chamber air spring that can perform four stiffness adjustments.

[0121] For example, under the four stiffness adjustment modes, the stiffness corresponding to the three-chamber air spring may include K1, K2, K3, and K4, and K4<K3<K2<K1. Therefore, the preset index thresholds corresponding to the three-chamber air spring include r1, r2, and r3, and r1 corresponds to K3, r2 corresponds to K2, and r3 corresponds to K1; when the roll control index r>r1, K3 is used as the first stiffness, and the three-chamber air spring is controlled to switch from the initial stiffness K0 to K3; when the roll control index r>r2, K2 is used as the first stiffness, and the three-chamber air spring is controlled to switch from the initial stiffness K0 to K2; when the roll control index r>r3, K1 is used as the first stiffness, and the three-chamber air spring is controlled to switch from the initial stiffness K0 to K1.

[0122] In a feasible implementation manner, when the air spring is a dual-chamber air spring, determining the first stiffness according to the roll control index may include:

[0123] When the roll control index is greater than a fourth index threshold, the maximum stiffness of the air spring is used as the first stiffness.

[0124] It is worth noting that when the dual-chamber air spring has two stiffness adjustment modes, the dual-chamber control spring corresponds to an index threshold, that is, there is a preset index threshold for the dual-chamber air spring that can perform two stiffness demodulations.

[0125] For example, under the two stiffness adjustment modes, the stiffness corresponding to the dual-chamber air spring may include K1 and K2, and K2<K1. Therefore, the preset index threshold corresponding to the dual-chamber air spring includes r1, and r1 corresponds to K1; when the roll control index r>r1, K1 is used as the first stiffness, and the dual-chamber air spring is controlled to switch from the initial stiffness K0 to K1.

[0126] The third control method, in which the vehicle roll is controlled based on the driver's intention and the roll angle of the vehicle when in a steady state, is described below.

[0127] In a feasible implementation manner, the roll control parameter includes a transient control parameter and a steady-state control parameter, wherein the transient control parameter represents the current vehicle steering state, and the steady-state control parameter represents the vehicle roll state when stable under the current driving parameters;

[0128] The vehicle's air springs are controlled based on the roll control parameters, including:

[0129] The air spring of the vehicle is controlled according to the transient control parameters and the steady-state control parameters.

[0130] It is worth noting that by controlling the vehicle's air springs based on both transient control parameters and steady-state control parameters, it is possible to distinguish between vehicle roll caused by terrain or steering, and to achieve steady-state roll control of the vehicle based on the roll angle during steady-state steering. At the same time, transient roll control of the vehicle can be performed in combination with the driver's intention, thereby improving the safety of vehicle steering while increasing the response speed of the system.

[0131] In one possible embodiment, the transient control parameter includes a roll control index determined based on vehicle speed and steering wheel information, and / or the steady-state control parameter includes an intermediate roll angle predicted based on measured lateral acceleration and an initial stiffness of the air spring.

[0132] It is worth noting that in this embodiment, the process of determining the roll control index and determining the first stiffness based on the roll control index can be referred to in the second control method described above. The process of determining the intermediate roll angle and determining the second stiffness based on the intermediate roll angle can be referred to in the first control method described above. This will not be further elaborated in this embodiment.

[0133] In a feasible implementation, controlling the air spring of the vehicle according to the transient control parameter and the steady-state control parameter may include:

[0134] When the roll control index is greater than a preset index threshold and the intermediate roll angle is greater than a preset roll angle, a first stiffness is determined according to the roll control index, and a second stiffness is determined according to the intermediate roll angle.

[0135] The larger value of the first stiffness and the second stiffness is used as the target stiffness, and the air spring is controlled according to the target stiffness.

[0136] In a feasible real-time manner, controlling the air spring according to the target stiffness may include:

[0137] Controls the air spring to switch from the initial stiffness to the target stiffness.

[0138] For example, when the first stiffness is determined to be K3 according to the roll control index and the second stiffness is determined to be K2 according to the intermediate roll angle, since K2>K3, the target stiffness K2 is used to control the air spring to switch from the initial stiffness K to the target stiffness K2.

[0139] In the embodiment of the present disclosure, a first stiffness that satisfies transient roll control and a second stiffness that satisfies steady-state roll control can be determined according to the driver's intention, and the larger of the first and second stiffnesses can be used as the target stiffness, and the air spring can be controlled to switch to the target stiffness, thereby ensuring that the stiffness control result of the air spring meets the stiffness requirements of the vehicle's transient steering and steady-state steering at the same time, further improving the reliability of the control result, realizing accurate control of the air-conditioning spring stiffness of different chambers, and improving the safety of vehicle steering.

[0140] It is worth noting that, among the three control methods mentioned above, after completing the roll control of the vehicle, in order to maintain the comfort of the occupants during the vehicle's driving, it is also necessary to control the air spring to switch to the initial stiffness.

[0141] In a feasible implementation manner, the vehicle control method may further include:

[0142] When the roll control index is less than the preset index threshold for a first preset time period and / or the roll angle is less than the preset roll angle for a second preset time period, the stiffness of the air spring is controlled to switch back to the initial stiffness.

[0143] It is worth noting that the first preset time length and the second preset time length can be the same or different, and both can be preset according to the time length required for the vehicle to travel under special road conditions, or can be preset according to the vehicle's historical driving parameters. This disclosure does not limit this.

[0144] In a feasible implementation manner, the vehicle control method may further include:

[0145] Gets the current height of the air spring.

[0146] Controlling the air spring of the vehicle according to the roll control parameter includes:

[0147] Control the stiffness of the vehicle's air springs based on roll control parameters;

[0148] The air spring is height controlled according to the current height.

[0149] It should be understood that when the stiffness valve in the air spring is closed or open, the air pressure in the air spring is unknown. When adjusting the stiffness of the air spring, the air spring may experience stretching or compression when the vehicle turns, passes over potholes or bumps, etc., which in turn causes the air pressure in each connected air chamber in the air spring to change. If the stiffness valve in the air spring is opened or closed at this time, the air chamber with unknown air pressure in the air spring will be connected or disconnected from the main air chamber. After the vehicle returns to a stable operating condition, the height of each air spring on the vehicle may be different. Therefore, the height of the air spring needs to be readjusted each time the air spring stiffness adjustment is completed and the vehicle is in a stable state.

[0150] For example, the current height is compared with a height threshold, and when the current height is greater than the height threshold and the vehicle meets the height adjustment condition, the main air chamber of the air spring is exhausted or inflated through an air compressor or an air tank.

[0151] Among them, the height adjustment condition may include that the vehicle is in a stable road condition. Specifically, whether the vehicle is in a stable road condition can be determined based on the vehicle's pitch angle, roll angle, yaw angle, pitch angular velocity, roll angular velocity and yaw angular velocity.

[0152] The following describes the complete process of the three vehicle control methods by combining the above three air spring stiffness controls with the air spring height controls.

[0153] 1. Referring to FIG6 , steady-state roll control of a vehicle according to the roll angle includes the following steps:

[0154] In step S801 , the intermediate roll angle is determined according to the lateral acceleration of the vehicle and the initial stiffness of the air spring.

[0155] In step S802 , when the intermediate roll angle is greater than the preset roll angle, a second stiffness is determined according to the intermediate roll angle, and the air spring is controlled to switch from the initial stiffness to the second stiffness.

[0156] In step S803 , the current height of the air spring is obtained.

[0157] In step S804, the air spring is height-controlled according to the current height.

[0158] In this control method, the stiffness of the air spring is adjusted according to the roll angle, and then the height of the air spring is adjusted. This can distinguish the vehicle roll caused by terrain or steering, and perform steady-state roll control on the vehicle according to the vehicle's instructions, thereby improving the safety of vehicle steering.

[0159] 2. Referring to FIG. 7 , according to the driver's intention, the vehicle's transient roll control may include the following steps:

[0160] In step S901 , a roll control index is determined according to the vehicle speed and steering wheel information.

[0161] In step S902 , when the roll control index is greater than a preset index threshold, a first stiffness is determined according to the roll control index, and the air spring is controlled to switch from the initial stiffness to the first stiffness.

[0162] In step S903 , the current height of the air spring is obtained.

[0163] In step S904, the height of the air spring is controlled according to the current height.

[0164] In this control method, the stiffness of the air spring is adjusted according to the roll control index, and then the height of the air spring is adjusted to avoid the inability to timely metallographic control of the air spring due to the lag of lateral acceleration. The vehicle's transient roll control is combined with the driver's intention, which improves the response speed of the air spring control system.

[0165] 3. Referring to FIG8 , controlling the vehicle based on the roll angle and the driver's intention may include the following steps:

[0166] In step S1001 , a roll control index is determined based on the vehicle speed and steering wheel information.

[0167] In step S1002 , when the roll control index is greater than a preset index threshold, a first stiffness is determined according to the roll control index.

[0168] In step S1003 , the intermediate roll angle is determined according to the lateral acceleration of the vehicle and the initial stiffness of the air spring.

[0169] In step S1004 , when the intermediate roll angle is greater than the preset roll angle, a second stiffness is determined according to the intermediate roll angle.

[0170] In step S1005 , the larger value of the first stiffness and the second stiffness is used as the target stiffness, and the air spring is controlled to switch from the initial stiffness to the target stiffness.

[0171] In step S1006 , the current height of the air spring is obtained.

[0172] In step S1007, the height of the air spring is controlled according to the current height.

[0173] In the disclosed method, the stiffness of the air spring is adjusted according to the roll control index and the intermediate roll angle, and the height of the air spring is adjusted. This can improve the safety of vehicle steering while increasing the response speed of the air spring control system, thereby controlling the air spring quickly and accurately to ensure that the vehicle can steer safely.

[0174] Based on the same inventive concept, the present disclosure further provides a controller, as shown in FIG9 , which includes:

[0175] The first memory 1101 stores computer program instructions;

[0176] The first processor 1102 is configured to execute the computer program instructions in the first memory 1101 to implement the above-mentioned vehicle control method.

[0177] In the disclosed embodiments, roll control parameters are determined based on the vehicle's driving parameters. Based on these roll control parameters, the vehicle's air springs are controlled to achieve accurate control of air springs in different chambers. Furthermore, because the disclosed embodiments are not limited to air spring types, they offer a wider range of applications and greater adaptability.

[0178] Based on the same inventive concept, the present disclosure also provides a vehicle, comprising the above-mentioned controller.

[0179] In the disclosed embodiments, roll control parameters are determined based on the vehicle's driving parameters. Based on these roll control parameters, the vehicle's air springs are controlled to achieve accurate control of air springs in different chambers. Furthermore, because the disclosed embodiments are not limited to air spring types, they offer a wider range of applications and greater adaptability.

[0180] In a possible embodiment, the vehicle includes a three-chamber air spring or a two-chamber air spring.

[0181] FIG10 is a block diagram of a vehicle 1200 according to an exemplary embodiment. For example, vehicle 1200 may be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or another type of vehicle. Vehicle 1200 may be an autonomous vehicle or a semi-autonomous vehicle.

[0182] 10 , vehicle 1200 may include various subsystems, such as an infotainment system 1210, a perception system 1220, a decision control system 1230, a drive system 1240, and a computing platform 1250. Vehicle 1200 may also include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and each component of vehicle 1200 may be interconnected via wired or wireless means.

[0183] In some embodiments, the infotainment system 1210 may include a communication system, an entertainment system, a navigation system, and the like.

[0184] The perception system 1220 may include several sensors for sensing information about the environment surrounding the vehicle 1200. For example, the perception system 1220 may include a global positioning system (which may be a GPS system, a BeiDou system, or other positioning systems), an inertial measurement unit (IMU), a laser radar, a millimeter-wave radar, an ultrasonic radar, and a camera.

[0185] The decision control system 1230 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0186] Drive system 1240 may include components that provide power to vehicle 1200. In one embodiment, drive system 1240 may include an engine, a power source, a transmission system, and wheels. The engine may be an internal combustion engine, an electric motor, an air compression engine, or a combination thereof. The engine is capable of converting energy provided by the power source into mechanical energy.

[0187] Some or all functions of the vehicle 1200 are controlled by a computing platform 1250. The computing platform 1250 may include at least one second processor 1251 and a second memory 1252. The second processor 1251 may execute instructions 1253 stored in the second memory 1252.

[0188] The second processor 1251 can be any conventional processor, such as a commercially available CPU. The processor can also include a graphics processor (GPU), a field programmable gate array (FPGA), a system on chip (SOC), an application specific integrated circuit (ASIC), or a combination thereof.

[0189] The second memory 1252 can be implemented by any type of volatile or non-volatile memory device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk.

[0190] In addition to the instructions 1253 , the second memory 1252 may also store data, such as road maps, route information, and vehicle location, direction, speed, etc. The data stored in the second memory 1252 may be used by the computing platform 1250 .

[0191] In the embodiment of the present disclosure, the second processor 1251 may execute the instruction 1253 to complete all or part of the steps of the above-mentioned parking trajectory planning method.

[0192] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided. When executed by a processor, the computer program instructions implement the steps of the above-described vehicle communication method. For example, the computer-readable storage medium may be the aforementioned second memory 1252 including the program instructions. The program instructions may be executed by the second processor 1251 of the vehicle 1200 to implement the above-described vehicle communication method.

[0193] In another exemplary embodiment, a computer program product is also provided, which includes a computer program that can be executed by a programmable device, and has a code portion for performing the above-mentioned automatic driving method when executed by the programmable device.

[0194] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments. Within the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the scope of protection of the present disclosure.

[0195] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0196] In addition, the various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A vehicle control method, characterized in that: include: Obtain vehicle driving parameters; determining a roll control parameter according to the driving parameter, wherein the roll control parameter represents a roll state of the vehicle; The air spring of the vehicle is controlled according to the roll control parameter.

2. The vehicle control method according to claim 1, characterized in that: The roll control parameters include steady-state control parameters, which represent the vehicle roll state when stable under current driving parameters; The controlling the air spring of the vehicle according to the roll control parameter includes: The air spring of the vehicle is controlled according to the steady-state control parameter.

3. The vehicle control method according to claim 1, characterized in that: The roll control parameter includes a transient control parameter, wherein the transient control parameter represents a current vehicle steering state; The controlling the air spring of the vehicle according to the roll control parameter includes: The air spring of the vehicle is controlled according to the transient control parameter.

4. The vehicle control method according to claim 1, wherein: The roll control parameters include transient control parameters and steady-state control parameters, wherein the transient control parameters represent the current vehicle steering state, and the steady-state control parameters represent the vehicle roll state when stable under the current driving parameters; The controlling the air spring of the vehicle according to the roll control parameter includes: The air spring of the vehicle is controlled according to the transient control parameter and the steady-state control parameter.

5. The vehicle control method according to claim 4, characterized in that: The transient control parameter includes a roll control index determined according to the vehicle speed and steering wheel information, and / or the steady-state control parameter includes an intermediate roll angle predicted according to the lateral acceleration of the vehicle and the initial stiffness of the air spring.

6. The vehicle control method according to claim 2, characterized in that: The steady-state control parameter includes an intermediate roll angle predicted according to the lateral acceleration of the vehicle and the initial stiffness of the air spring. Controlling the air spring of the vehicle according to the steady-state control parameter includes: When the intermediate roll angle is greater than a preset roll angle, a second stiffness is determined according to the intermediate roll angle, and the air spring is controlled according to the second stiffness.

7. The vehicle control method according to claim 3, characterized in that: The transient control parameter includes a roll control index determined according to the vehicle speed and steering wheel information. Controlling the air spring of the vehicle according to the transient control parameter includes: When the roll control index is greater than a preset index threshold, a first stiffness is determined according to the roll control index, and the air spring is controlled according to the first stiffness.

8. The vehicle control method according to claim 5, characterized in that: The controlling the air spring of the vehicle according to the transient control parameter and the steady-state control parameter includes: When the roll control index is greater than a preset index threshold and the intermediate roll angle is greater than a preset roll angle, determining a first stiffness according to the roll control index and determining a second stiffness according to the intermediate roll angle; A larger value between the first stiffness and the second stiffness is used as a target stiffness, and the air spring is controlled according to the target stiffness.

9. The vehicle control method according to claim 8, characterized in that: The controlling the air spring according to the target stiffness includes: The air spring is controlled to switch from an initial stiffness to the target stiffness.

10. The vehicle control method according to claim 6, characterized in that: The determining of the second stiffness according to the intermediate roll angle comprises: determining at least one first candidate roll angle according to at least one stiffness of the air spring greater than an initial stiffness and the lateral acceleration when the intermediate roll angle is greater than a preset roll angle; When there is a first candidate roll angle smaller than the preset roll angle, determining the stiffness of the air spring corresponding to the maximum value of the first candidate roll angles smaller than the preset roll angle as the second stiffness; When there is no first candidate roll angle smaller than the preset roll angle, the maximum stiffness of the air spring is determined as the second stiffness.

11. The vehicle control method according to claim 7, characterized in that: The air spring is a three-chamber air spring, and determining the first stiffness according to the roll control index includes: When the roll control index is greater than a first index threshold and less than or equal to a second index threshold, using the second minimum stiffness of the air spring as the first stiffness; When the roll control index is greater than a second index threshold and less than or equal to a third index threshold, taking the second maximum stiffness of the air spring as the first stiffness; When the roll control index is greater than a third index threshold, the maximum stiffness of the air spring is used as the first stiffness, the first index threshold is less than the second index threshold, and the second index threshold is less than the third index threshold.

12. The vehicle control method according to claim 7, characterized in that: The air spring is a dual-chamber air spring, and determining the first stiffness according to the roll control index includes: When the roll control index is greater than a fourth index threshold, the maximum stiffness of the air spring is used as the first stiffness.

13. The vehicle control method according to any one of claims 1 to 12, characterized in that: The method further comprises: When the roll control index is less than the preset index threshold for a first preset time period and / or the roll angle of the vehicle is less than the preset roll angle for a second preset time period, the stiffness of the air spring is controlled to switch back to the initial stiffness.

14. The vehicle control method according to claim 5 or 6, characterized in that: The lateral acceleration is obtained as follows: The lateral acceleration is obtained by calculating the product of the vehicle speed, the steering wheel angle, and a preset angle correction coefficient; or, the lateral acceleration is obtained by an inertial measurement unit of the vehicle.

15. The vehicle control method according to any one of claims 1 to 14, characterized in that: The vehicle control method further includes: Obtaining the current height of the vehicle's air spring; Controlling the air spring of the vehicle according to the roll control parameter includes: The air spring is height-controlled according to the current height.

16. The vehicle control method according to claim 15, characterized in that: The step of controlling the height of the air spring according to the current height includes: The current height is compared with a height threshold, and when the current height is greater than the height threshold and the vehicle is in a smooth road condition, the main air chamber of the air spring is exhausted or inflated through an air compressor or an air tank.

17. A controller, characterized in that: include: a first memory storing computer program instructions; A first processor is configured to execute the computer program instructions in the first memory to implement the vehicle control method according to any one of claims 1 to 16.

18. A vehicle, characterized in that: The invention comprises an air spring and the controller according to claim 17.

19. The vehicle according to claim 18, characterized in that The air spring includes a three-chamber air spring or a double-chamber air spring.

20. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method according to any one of claims 1 to 16 is implemented.

21. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the method according to any one of claims 1 to 16 is implemented.

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