Vehicle control method and system, device, storage medium and vehicle

Abstract

A vehicle control method and system, a device, a storage medium and a vehicle. The method comprises: step 101, when a first wheel (201) is in a fault state, moving a counterweight (1001) to a second wheel diagonally opposite the first wheel (201), so as to adjust the position of the center of mass of a vehicle; and step 102, when the position of the center of mass is determined, adjusting the attitude of a suspension system (1002) so as to control the vehicle to travel on three wheels. The present invention avoids failure to cope with a complex traveling scenario due to only a slight change in the center of mass, and improves the stability of three-wheel traveling.

Description

Vehicle control method, system, device, storage medium and vehicle

[0001] This application claims priority to Chinese Patent Application No. 202410993651.9, filed on July 24, 2024, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0002] The present disclosure relates to the field of automotive technology, and in particular, to a vehicle control method, system, electronic device, computer-readable storage medium and vehicle. BACKGROUND

[0003] Due to wheel mass, driving road conditions and other reasons, the wheels of the vehicle may fail, for example, a tire blowout. After the tire blowout, the tire roll stiffness, cornering stiffness, vertical stiffness linearly decreases, and the rolling resistance coefficient linearly increases, which poses a hidden danger to driving safety.

[0004] Currently, the distance between the wheel and the vehicle body is adjusted by the active suspension, the vehicle posture changes, the vehicle's center of mass can be changed, the blown tire is lifted to leave the ground, and the vehicle performs three-wheel driving. SUMMARY

[0005] The present disclosure provides a vehicle control method, system, electronic device and readable storage medium to solve the problem of poor three-wheel driving stability in related technologies.

[0006] In a first aspect, a vehicle control method is provided, the vehicle including at least one counterweight and a suspension system, the method comprising: moving the counterweight to a second wheel diagonally opposite the first wheel to adjust the center of mass position of the vehicle when the first wheel is in a failure state; and adjusting the posture of the suspension system to control the vehicle to drive in three wheels after determining the center of mass position.

[0007] In some embodiments, the adjusting the posture of the suspension system to control the vehicle to drive in three wheels after determining the center of mass position includes: determining a target wheel other than the first wheel and the second wheel after determining the center of mass position, controlling the suspension corresponding to the target wheel to stretch, to increase the suspension travel corresponding to the target wheel and control the vehicle to drive in three wheels.

[0008] In some embodiments, the adjusting the posture of the suspension system to control the vehicle to drive in three wheels after determining the center of mass position includes: controlling the suspension corresponding to at least one of the first wheel or the second wheel to shorten after determining the center of mass position, to reduce the suspension travel corresponding to at least one of the first wheel or the second wheel and control the vehicle to drive in three wheels.

[0009] In some embodiments, the moving the counterweight to the second wheel opposite the first wheel includes: obtaining a driving torque of the vehicle when the first wheel is in the failure state; determining a mass center offset distance corresponding to the driving torque, and a target mass center position indicated by the mass center offset distance; and controlling the counterweight to move to the second wheel according to the target mass center position.

[0010] In some embodiments, the obtaining the driving torque of the vehicle includes: calculating the driving torque of the vehicle according to an acceleration of the vehicle when the first wheel is in the failure state.

[0011] In some embodiments, the at least one counterweight includes a plurality of counterweights; and the controlling the counterweight to move to the second wheel according to the target mass center position includes: moving the plurality of counterweights to the second wheel one by one, and obtaining a wheel load of each wheel; and calculating a current mass center position of the vehicle based on the wheel loads, and stopping moving the plurality of counterweights when the current mass center position is consistent with the target mass center position.

[0012] In some embodiments, the calculating the driving torque of the vehicle according to the acceleration of the vehicle includes: obtaining a current first acceleration of the vehicle, or obtaining a preset first acceleration of the vehicle when the vehicle is decelerating or accelerating; the preset first acceleration represents a maximum first acceleration of the vehicle when decelerating or accelerating; and calculating a longitudinal driving torque of the vehicle according to the current first acceleration or the preset first acceleration.

[0013] In some embodiments, the calculating the driving torque of the vehicle according to the acceleration of the vehicle includes: obtaining a current second acceleration of the vehicle, or obtaining a preset second acceleration of the vehicle when the vehicle is turning; the preset second acceleration represents a maximum second acceleration of the vehicle when turning; and calculating a lateral driving torque of the vehicle according to the current second acceleration or the preset second acceleration.

[0014] In some embodiments, the calculating the driving torque of the vehicle according to the acceleration of the vehicle includes: obtaining a first acceleration when the vehicle is decelerating or accelerating, and a second acceleration when the vehicle is turning; and calculating a longitudinal driving torque of the vehicle according to the first acceleration, and calculating a lateral driving torque of the vehicle according to the second acceleration.

[0015] In some embodiments, the counterweight is oil, the suspension system is a hydraulic suspension system, and each wheel corresponds to an oil tank for containing the oil; the moving of the counterweight to the second wheel diagonally opposite to the first wheel includes: determining an oil tank of a wheel other than the second wheel as a target oil tank; and moving the oil in the target oil tank to the oil tank corresponding to the second wheel.

[0016] In a second aspect, a system is provided, the system comprising a counterweight, a suspension system, and a controller; the controller is configured to perform the vehicle control method of the first aspect.

[0017] In a third aspect, an electronic device is provided, the electronic device comprising: a processor, a communication interface, a memory, and a communication bus; the processor, the communication interface, and the memory complete communication with each other through the communication bus; the memory is configured to store a computer program; the processor, when executing the computer program stored on the memory, implements the vehicle control method of the first aspect.

[0018] In a fourth aspect, a computer-readable storage medium is provided, which stores a computer program; the program, when executed by a processor, implements the vehicle control method of the first aspect.

[0019] In a fifth aspect, a vehicle is provided, which comprises the system of the second aspect or the electronic device of the third aspect.

[0020] Compared with the prior art, the present disclosure has the following advantages:

[0021] In some embodiments of the present disclosure, when the first wheel is in a fault state, the counterweight is moved to the second wheel diagonally opposite to the first wheel to adjust the center of mass position of the vehicle; after the center of mass position is determined, the attitude of the suspension system is adjusted to control the vehicle to run in three wheels. The center of mass position of the vehicle can be significantly adjusted by the counterweight, and then the vehicle runs in three wheels based on the center of mass position, which can avoid the situation that the center of mass changes slightly and cannot cope with complex driving scenarios, thereby improving the stability of three-wheel driving. The above description is only a summary of the technical solutions of the present disclosure, in order to more clearly understand the technical means of the present disclosure, the content of the specification can be implemented, and in order to make the above and other purposes, features and advantages of the present disclosure more obvious and easy to understand, the specific embodiments of the present disclosure are described as follows. BRIEF DESCRIPTION OF DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure or the related art, the drawings needed to be used in the embodiment description will be briefly introduced as follows.

[0023] FIG. 1 is a flowchart of a vehicle control method according to some embodiments;

[0024] FIG. 2A is a schematic diagram of a vehicle tire blowout, according to some embodiments;

[0025] FIG. 2B is a schematic diagram of another vehicle tire blowout, according to some embodiments;

[0026] FIG. 3 is a flowchart of another vehicle control method, according to some embodiments;

[0027] FIG. 4 is a schematic diagram of a hydraulic suspension system and ballast system, according to some embodiments;

[0028] FIG. 5 is a schematic diagram of other suspension systems and ballast systems, according to some embodiments;

[0029] FIG. 6 is a schematic diagram of a ballast system, according to some embodiments;

[0030] FIG. 7 is a schematic diagram of a suspension system, according to some embodiments;

[0031] FIG. 8 is a schematic diagram of a center of mass position, according to some embodiments;

[0032] FIG. 9 is a flowchart of performing three-wheel travel, according to some embodiments;

[0033] FIG. 10 is a block diagram of a system, according to some embodiments;

[0034] FIG. 11 is a block diagram of an electronic device, according to some embodiments;

[0035] FIG. 12 is a block diagram of a vehicle, according to some embodiments;

[0036] FIG. 13 is a block diagram of another vehicle, according to some embodiments. DETAILED DESCRIPTION

[0037] Exemplary embodiments of the present disclosure are described herein below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it is understood that the present disclosure can be embodied in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the present disclosure to those skilled in the art.

[0038] The cornering stiffness, the roll stiffness, the vertical stiffness of the tire linearly decrease, and the rolling resistance coefficient linearly increases during the tire blowout process. The tire blowout accident is unpredictable, and the location of the tire blowout is also unpredictable. Therefore, after a single tire blowout event or other events that cause a single wheel to be unable to travel occur, it is particularly important for the driver to have a safe and efficient means to move the vehicle and himself or herself to a safe area.

[0039] Currently, the active suspension outputs active force to stretch or compress the suspension stroke, thereby changing the vehicle body posture to change the center of mass position to perform three-wheel driving. However, the effect of this technology on the center of mass is affected by the suspension stroke, and the total stroke of the current passenger car suspension is generally about 200 mm, and the effect on the center of mass is small, so the vehicle stability is very poor during three-wheel driving, which can cause the tire to touch the ground during acceleration or deceleration, thereby failing to perform three-wheel driving.

[0040] Based on this, some embodiments of the present disclosure provide a vehicle control method, the vehicle includes at least one counterweight and a suspension system, as shown in FIG. 1, the method includes steps 101-102.

[0041] Step 101, when the first wheel is in a fault state, moving the counterweight to the second wheel opposite the first wheel to adjust the center of mass position of the vehicle;

[0042] In some embodiments of the present disclosure, the vehicle control method can be executed by a device with data processing capability in the vehicle, such as a central control device, a vehicle terminal, a controller, etc. The first wheel in a fault state can be determined based on the state information of the wheel. The tire pressure information can be obtained by a tire pressure sensor, and the tire pressure information can be obtained every 0.5 seconds.

[0043] Each wheel can correspond to a respective tire pressure sensor, and according to the tire pressure information, it can be determined whether the wheel is faulty, and the fault can mean a tire burst. In addition, the state information can also be user-configured information, and the user can directly configure the state information of the wheel, for example, the user finds that the wheel is damaged but not burst, and in order to avoid the damage of the wheel deepening, the user can directly configure the wheel as a fault wheel, i.e. the first wheel.

[0044] The counterweight included in the vehicle can be a solid or liquid counterweight, and the counterweight can be controlled by a special counterweight system, and the counterweight can be placed at any position of the vehicle, such as the geometric center position of the vehicle or evenly placed at each position of the vehicle. The counterweight movement instruction can be sent to the counterweight system, and the counterweight system performs the counterweight movement operation. If the counterweight system is the device with data processing capability in step 101, the counterweight system does not need to receive the counterweight movement instruction from other devices, and can directly perform the counterweight movement operation.

[0045] It should be noted that the center of mass is a short name for the center of mass, which refers to a hypothetical point on the mass system where the mass is considered to be concentrated. By moving the counterweight to the second wheel opposite the first wheel, the center of mass position of the vehicle can be changed to the greatest extent, so that the center of mass position is far away from the first wheel and close to the second wheel.

[0046] It can be understood that the vehicle can refer to a vehicle with four wheels, when the first wheel is the right front wheel, the second wheel is the left rear wheel, and the first wheel and the second wheel are in a diagonal position. The first wheel can also be a wheel in other positions, and the position of the second wheel will change accordingly.

[0047] Step 102, after determining the center of mass position, adjusting the attitude of the suspension system to control the vehicle to run in three wheels.

[0048] After the adjustment of the center of mass position is completed, i.e., the center of mass position is determined, an attitude adjustment instruction can be sent to the suspension system of the vehicle to adjust the attitude of the suspension system. The suspension system can adjust the suspension stroke corresponding to each wheel, stretch or shorten the suspension, and thus change the running mode of the vehicle.

[0049] For example, the suspension system can stretch the suspension stroke corresponding to the three wheels, and shorten or keep unchanged the suspension stroke of the other wheel, so that the vehicle runs in three wheels in the case of having four wheels, i.e., the running mode is three-wheel running.

[0050] The vehicle shown in FIGS. 2A and 2B has four wheels, of which the right front wheel, i.e., the first wheel 201, is the three-wheel running attitude, i.e., the attitude of running with the other three wheels except the first wheel 201. In addition, in the normal attitude when all the wheels are intact, the center of mass of the vehicle is at the geometric center of the vehicle.

[0051] After the tire burst, in order to stabilize the three-wheel running, after the attitude adjustment by the counterweight and the suspension system, the center of mass deviates to the direction of the second wheel, and the deviation distance can be defined as the center of mass deviation distance. When the vehicle runs stably in three wheels, the moment balance during stable three-wheel running can be represented by the following formula: (x,y,z) M = 0 = m x g x H - F x h

[0052] Where, ∑ (x,y,z) M represents the moment balance state of the vehicle in the xyz three directions, m is the mass of the vehicle, g is the acceleration of gravity, H is the center of mass deviation distance, F is the support force of the ground to the second wheel, and h is the distance from the second wheel to the connecting line of the third wheel and the fourth wheel in the vertical plane.

[0053] In summary, in some embodiments of the present disclosure, when the first wheel is in a fault state, the counterweight is moved to the second wheel on the diagonal side of the first wheel to adjust the center of mass position of the vehicle; after determining the center of mass position, the attitude of the suspension system is adjusted to control the vehicle to run in three wheels. In this way, the center of mass position of the vehicle can be significantly adjusted by the counterweight, and then the vehicle runs in three wheels based on the center of mass position, which can avoid the situation that the center of mass changes slightly and cannot cope with complex running scenarios, and improves the stability of three-wheel running.

[0054] The following describes the process of the vehicle control method in some embodiments of the present disclosure in an implementation flow, which includes steps 301-302.

[0055] Step 301: When the first wheel is in a fault state, moving the weight to the second wheel diagonally opposite to the first wheel to adjust the center of mass position of the vehicle.

[0056] Step 302: After determining the center of mass position, adjusting the attitude of the suspension system to control the vehicle to run in three wheels.

[0057] The above steps 301-302 can refer to the content of the embodiment of FIG. 1, which will not be described here.

[0058] In some embodiments, the weight is oil, and the suspension system is a hydraulic suspension system, and each wheel corresponds to an oil tank for containing the oil. The moving of the weight to the second wheel diagonally opposite to the first wheel includes: determining the oil tanks of the remaining wheels other than the second wheel as target oil tanks; and moving the oil in the target oil tanks to the oil tank corresponding to the second wheel.

[0059] For example, the remaining wheels include the first wheel, the third wheel, and the fourth wheel.

[0060] In some embodiments of the present disclosure, the weight can be oil, and the suspension system can be a hydraulic suspension system, and the suspension system can change the suspension travel through the oil, and the principle of the suspension system will not be described here.

[0061] In addition, the oil can be distributed and stored in the oil tank corresponding to each wheel, and the position of the oil tank can be beside the wheel. The oil tanks of the remaining wheels other than the second wheel can be determined as target oil tanks, and the oil in the target oil tanks can be moved to the oil tank corresponding to the second wheel.

[0062] For example, the first wheel is the right front wheel, and the right front wheel, the left front wheel, and the right rear wheel can be determined as target oil tanks, and part or all of the oil in the target oil tanks can be moved to the oil tank of the second wheel, i.e., the left rear wheel.

[0063] In some embodiments, as shown in FIG. 4, each wheel corresponds to a set of: a hydraulic suspension 401, a suspension connection oil pipe 402, an oil tank connection oil pipe 403, a three-position three-way valve 404, an oil tank 405, and in addition, a bidirectional pump 406, and a motor 407.

[0064] The oil liquid can be transported between the oil tanks 405 corresponding to different wheels, and can also be used for the hydraulic suspension 401 to stretch and shorten the suspension. When the first wheel is the right front wheel, the three-way three-position valves 404 of the left front wheel, the right front wheel and the right rear wheel are opened in sequence when the weight system works, and the oil liquid of the left front wheel, the right front wheel and the right rear wheel is transported to the oil tank of the left rear wheel through the bidirectional pump in sequence. At this time, the vehicle body mass center gradually moves to the left rear.

[0065] It can be understood that the weight system and the suspension system can also be integrated. In the case of oil liquid or other objects as the weight, the suspension system can also be an air suspension system and an electromagnetic suspension system.

[0066] In some embodiments, as shown in FIG. 5, each wheel corresponds to a group of: an air or electromagnetic active suspension 501, an oil tank connecting pipe 502, a two-way two-position valve 503, an oil tank 504, and in addition, a bidirectional pump 505 and a motor 506.

[0067] The oil liquid can be transported between the oil tanks 504 corresponding to different wheels, and the air or electromagnetic active suspension 501 can also stretch and shorten the suspension without using liquid oil. When the first wheel is the right front wheel, the two-way two-position valves 503 of the left front wheel, the right front wheel and the right rear wheel are opened in sequence when the weight system works, and the oil liquid of the left front wheel, the right front wheel and the right rear wheel is transported to the oil tank of the left rear wheel through the bidirectional pump in sequence. At this time, the vehicle body mass center gradually moves to the left rear.

[0068] In some embodiments, as shown in FIG. 6, the weight system 601 includes an oil tank 6011 corresponding to each wheel. The liquid oil between the multiple oil tanks 6011 can be transported to each other to change the vehicle mass center.

[0069] By implementing the embodiments of the present disclosure, the oil liquid is used as the weight, and the oil liquid can also be used for the hydraulic suspension system to work, realizing the integration of the weight system and the suspension system, so that the vehicle has the weight function and the suspension function at the same time, and the complexity of the vehicle is reduced. Moreover, the oil liquid is distributed and stored in the oil tank of each wheel, and the stability of the vehicle running can be ensured when the tire is not blown.

[0070] In some embodiments, as shown in FIG. 3, after the mass center position is determined, the attitude of the suspension system is adjusted to control the vehicle to run in three-wheel mode (step 302), including a sub-step 3021.

[0071] The sub-step 3021 determines a target wheel other than the first wheel and the second wheel after the mass center position is determined, controls the corresponding suspension of the target wheel to stretch, so as to increase the suspension stroke of the target wheel and control the vehicle to run in three-wheel mode.

[0072] In some embodiments of the present disclosure, after the center of mass position is adjusted, in order to enter the three-wheel driving posture, the target wheel other than the first wheel and the second wheel can be raised, a suspension stretching instruction can be sent to the suspension system, the suspension system determines the suspension position to be stretched according to the suspension stretching instruction, and then the suspension stroke corresponding to the target wheel is stretched.

[0073] For example, if the tire burst wheel is the right front wheel, the suspension strokes of the right rear wheel and the left front wheel are stretched. At this time, if the suspension strokes of the right front wheel and the left rear wheel remain unchanged, and since the counterweight has been moved to the left rear wheel, the vehicle can enter the three-wheel driving posture.

[0074] In some embodiments, as shown in FIG. 7, the suspension system 701 can control the suspension 7011 corresponding to each wheel to stretch or shorten, so as to change the suspension stroke corresponding to each wheel, and then change the posture of the suspension system to control the vehicle to drive in three wheels.

[0075] By implementing the embodiments of the present disclosure, in the case where the counterweight has been moved, only the suspension corresponding to the target wheel other than the first wheel and the second wheel needs to be stretched to increase the suspension stroke corresponding to the target wheel, so as to enter the three-wheel driving, without the need to change the suspension strokes corresponding to all wheels, thereby improving the efficiency of entering the three-wheel driving.

[0076] In some embodiments, the adjusting the posture of the suspension system to control the vehicle to drive in three wheels (step 302) after determining the center of mass position further includes a sub-step 3022.

[0077] The sub-step 3022 includes controlling the suspension corresponding to at least one of the first wheel or the second wheel to shorten, so as to reduce the suspension stroke corresponding to at least one of the first wheel or the second wheel and control the vehicle to drive in three wheels.

[0078] In some embodiments of the present disclosure, a suspension shortening instruction can be generated based on at least one of the first wheel and the second wheel. According to the content of the suspension shortening instruction, the suspension system can shorten the suspension stroke of the first wheel, shorten the suspension stroke of the second wheel, or shorten the suspension strokes of the first wheel and the second wheel at the same time. Any one of the above three ways can enter the three-wheel driving in the case where the counterweight has been moved.

[0079] It can be understood that the target wheel other than the first wheel and the second wheel can be stretched (the stretching amplitude can be the maximum suspension stroke), and at the same time, the first wheel and the second wheel can be shortened, so as to realize more stable three-wheel driving.

[0080] For example, the sequence of suspension adjustment can be that the suspension stroke of the target wheel is first stretched, at this time the target wheel bears most of the vehicle weight. Then, the suspension stroke of the second wheel is shortened, at this time the vehicle body posture will tilt towards the second wheel, and finally, the suspension stroke of the first wheel is slowly shortened, that is, three-wheel driving can be entered.

[0081] In the embodiments of the present disclosure, in the case where the counterweight has been arranged, only the suspension corresponding to at least one of the tire burst wheel or the first wheel or the second wheel needs to be shortened to enter three-wheel driving, without the need to change the suspension stroke of all wheels, thereby improving the efficiency of entering three-wheel driving.

[0082] In some embodiments, as shown in FIG. 3, the step 301 of moving the counterweight to the second wheel diagonally opposite to the first wheel in the fault state includes sub-steps 3011-3013.

[0083] Sub-step 3011, obtaining the driving torque of the vehicle when the first wheel is in the fault state.

[0084] Sub-step 3012, determining the mass center offset distance corresponding to the driving torque and the target mass center position indicated by the mass center offset distance.

[0085] Sub-step 3013, controlling the counterweight to move to the second wheel according to the target mass center position.

[0086] In some embodiments of the present disclosure, since the vehicle will exist complex operation scenes such as starting and braking during driving, the vehicle will generate corresponding torques in these scenes, the torques will cause the mass center of the vehicle to deviate, and the mass center deviation of the vehicle may cause the vehicle with a fault wheel to be unstable.

[0087] Therefore, the mass center offset distance corresponding to the driving torque can be determined according to the driving torque. It can be understood that the mass center offset distance refers to the offset relative to the initial mass center position. The initial mass center position refers to the mass center of the vehicle when all wheels of the vehicle are perfect, for example, it can be the geometric center (the center of the diagonal wheel connecting line) of the vehicle.

[0088] According to the mass center offset distance, the corresponding target mass center position can be obtained. It can be understood that when the mass center of the vehicle exceeds the connecting line of the target wheel outside the first wheel and the second wheel during three-wheel driving of the vehicle, the vehicle will be unstable. Therefore, a target mass center position away from the first wheel (tire burst wheel) can be determined according to the midpoint of the connecting line of the target wheel and the mass center offset distance.

[0089] For example, the driving force moment is caused by braking, and the corresponding center of mass offset distance is A. The target center of mass position can be obtained by extending the center of mass offset distance A backward from the center of the connecting line of the target wheel.

[0090] According to the target center of mass position, the counterweight is moved to the second wheel. Since the first wheel is the tire blowout wheel, the counterweight is moved to the second wheel, so that the center of mass position of the wheel is moved backward to the target center of mass position.

[0091] In some embodiments, as shown in FIG. 3, the driving force moment of the vehicle is obtained when the first wheel is in a fault state (step 3011), including sub-step 30111.

[0092] Sub-step 30111, when the first wheel is in a fault state, the driving force moment of the vehicle is calculated according to the acceleration of the vehicle.

[0093] In some embodiments of the present disclosure, during the driving of the vehicle, there are some acceleration driving scenarios such as braking, starting, etc. For braking, braking generates a forward force, which may cause the vehicle to be unstable in the three-wheel driving posture.

[0094] Therefore, the corresponding driving force moment is calculated according to the acceleration of the vehicle. The corresponding driving force moment can be calculated according to the acceleration, the mass of the vehicle (for example, 1500 kg), and the force arm.

[0095] In some embodiments, as shown in FIG. 3, the at least one counterweight includes a plurality of counterweights; and the moving of the counterweight to the second wheel according to the target center of mass position (step 3013) includes sub-steps 30131-30132.

[0096] Sub-step 30131, moving the plurality of counterweights to the second wheel one by one, and obtaining the wheel load of each wheel.

[0097] For example, each wheel includes a first wheel, a second wheel, a third wheel, and a fourth wheel.

[0098] Sub-step 30132, calculating the current center of mass position of the vehicle based on the wheel load, and stopping moving the counterweight when the current center of mass position is consistent with the target center of mass position.

[0099] In embodiments of the present disclosure, it can be understood that when the counterweight is a solid such as a counterweight block, the plurality of counterweights means more than one counterweight block, and when the counterweight is a liquid such as oil, the plurality of counterweights means more than one unit (grams, kilograms) of oil.

[0100] The counterweights are moved to the second wheels one by one, for example, the oil corresponding to the wheels outside the second wheels is transported to the oil tank of the second wheels. At this time, the wheel load (wheel load) of the second wheels will increase, and the wheel load of the other wheels will decrease, which will cause the change of the center of mass of the vehicle. The wheel load of each wheel is obtained, and the current center of mass position of the vehicle is calculated based on the wheel load. It can be calculated by the following formula: F 前 =F1+F2 F 后 =F3+F4 F 左 =F1+F3 F 右 =F2+F4

[0101] Wherein, F1, F2, F3, F4, are the wheel load of the front left wheel, the front right wheel, the rear left wheel and the rear right wheel respectively. The wheel load of the front wheel is F 前 , the wheel load of the rear wheel is F 后 , the wheel load of the left side wheel (2) is F 左 , and the wheel load of the right side wheel (2) is F 右 . The coordinate system is established with the rear left wheel as the origin, and the moment balance equation is: F 左 ×x1=F 右 ×x2 F 前 ×y2=F 后 ×y1

[0102] Wherein, the wheel track of the left and right wheels is the first wheel track x1+the second wheel track x2, and the wheelbase of the front and rear wheels is the first wheelbase y1+the second wheelbase y2. According to the above equation, the current center of mass position (x1, y1) can be solved.

[0103] In some embodiments, as shown in FIG. 8, the four wheels correspond to the first wheel load F1, the second wheel load F2, the third wheel load F3, and the fourth wheel load F4, and the position coordinates of the center of mass 801 are finally calculated in real time. The calculation process is not described again.

[0104] In the process of continuously moving a plurality of counterweights to the second wheels one by one, the current center of mass position is calculated in real time. When the current center of mass position reaches the target center of mass position, i.e. they are consistent, the counterweights that have been moved can meet the requirements of stable three-wheel driving, and the movement of the counterweights is stopped.

[0105] In some embodiments, the vehicle driving moment is calculated according to the acceleration of the vehicle, including: obtaining the current first acceleration of the vehicle when the vehicle is decelerating or accelerating; or obtaining the preset first acceleration of the vehicle; the preset first acceleration represents the maximum first acceleration when the vehicle is decelerating or accelerating; and calculating the longitudinal driving moment of the vehicle according to the current first acceleration or the preset first acceleration.

[0106] In some embodiments of the present disclosure, vehicle deceleration can include vehicle braking (acceleration is negative), and can also include vehicle reducing from high speed to low speed (acceleration is negative). In addition, the vehicle can also be in the process of acceleration, which can be vehicle starting (acceleration is positive), and can also be vehicle improving from low speed to high speed (acceleration is positive).

[0107] It should be noted that vehicle acceleration generates a backward force, and vehicle deceleration generates a forward force. When the right front wheel or the left front wheel of the vehicle is punctured, since the rear wheels are all intact, acceleration will not affect the stability of three-wheel driving, but deceleration will. When the right rear wheel or the left rear wheel of the vehicle is punctured, since the front wheels are all intact, deceleration will not affect the stability of three-wheel driving at this time, but acceleration will.

[0108] Therefore, for a front wheel puncture, the first acceleration during deceleration needs to be considered, and for a rear wheel puncture, the first acceleration during acceleration needs to be considered. Therefore, for different tire puncture scenarios (front tire or rear tire), the driving torque of the vehicle is calculated based on different first accelerations. Based on the first acceleration, in combination with the mass of the vehicle, the force generated in the longitudinal direction can be obtained, and in combination with the roll moment arm of the wheel, the corresponding longitudinal driving torque can be determined.

[0109] For example, the roll moment arm is the distance between the roll center and the center of mass when the first acceleration or the second acceleration exists in the longitudinal direction, which causes the vehicle body to roll. When the vehicle body rolls, there is a corresponding roll center, and the distance between the center of mass and the roll center is the roll moment arm.

[0110] For example, the value of the first acceleration can be the current first acceleration obtained in real time, that is, the acceleration obtained in real time during deceleration or acceleration. It can be understood that the first acceleration can also be a preset first acceleration obtained by prior testing, such as a first acceleration corresponding to a driving speed of 30 kilometers per hour and a braking time of 2 seconds, and a second acceleration corresponding to acceleration of the vehicle from a stationary state to 30 kilometers per hour and an acceleration time of 2 seconds.

[0111] The preset first acceleration can be the acceleration during vehicle braking, because the speed decreases the fastest during braking, and the first acceleration at this time is the largest. The calculation result obtained by calculating based on the first acceleration during braking can cover other deceleration conditions, and can meet the needs of stabilizing three-wheel driving to the greatest extent.

[0112] The preset first acceleration can also be the acceleration during vehicle starting, and the speed improvement during starting can be considered as the fastest, and the first acceleration at this time is the largest. The calculation result obtained by calculating based on the first acceleration during starting can cover other acceleration conditions, and can meet the needs of stabilizing three-wheel driving to the greatest extent.

[0113] Based on the longitudinal driving force moment and the vehicle mass, a first mass center offset distance corresponding to the longitudinal driving force moment can be determined. The first mass center offset distance refers to the mass center offset distance of the mass center in the longitudinal direction, i.e., the forward direction of the vehicle.

[0114] By implementing the embodiments of the present disclosure, the corresponding longitudinal driving force moment and the mass center offset distance in the longitudinal direction can be calculated according to the first acceleration of acceleration or deceleration, the target mass center position can be determined based on the mass center offset distance, and the weight movement can be performed based on the target mass center position. After the movement, the configuration can meet the above-mentioned driving scenarios of acceleration or deceleration. When the vehicle accelerates and decelerates to cause acceleration in the longitudinal direction, the vehicle can also maintain the stability of three-wheel driving, thereby improving the stability of three-wheel driving.

[0115] In some embodiments, the driving force moment of the vehicle is calculated according to the acceleration of the vehicle, including: obtaining a current second acceleration of the vehicle when the vehicle is turning; or obtaining a preset second acceleration of the vehicle; the preset second acceleration represents the maximum second acceleration of the vehicle when turning; and calculating the lateral driving force moment of the vehicle according to the current second acceleration or the preset second acceleration.

[0116] In some embodiments of the present disclosure, in addition to acceleration and deceleration in the longitudinal direction, the vehicle can also perform turning operations such as lane changing and turning. When the vehicle is turning, the vehicle will also generate a corresponding lateral force. Therefore, the lateral driving force moment of the vehicle can be calculated according to the second acceleration of the vehicle when turning. Based on the second acceleration, in combination with the mass of the vehicle, the force generated in the lateral direction can be obtained, and in combination with the roll moment arm of the wheel, the corresponding lateral driving force moment can be determined.

[0117] For example, when there is a second acceleration in the lateral direction, the vehicle body will roll, and there is a corresponding roll center when the vehicle body rolls. The distance between the mass center and the roll center is the roll moment arm.

[0118] For example, the value of the second acceleration can be obtained in real time when the vehicle is turning, i.e., the current second acceleration. The preset second acceleration can be the second acceleration when the steering wheel is sharply turned, and the data of the maximum second acceleration at this time can be obtained by pre-test. Based on a similar process, the lateral driving force moment of the vehicle is calculated according to the second acceleration, which will not be described here.

[0119] It can be understood that the turning direction can be left or right. Similar to the first acceleration of deceleration and the second acceleration of acceleration, if the left wheel of the vehicle is blown out, only the second acceleration when turning left can be considered, and if the right wheel of the vehicle is blown out, only the second acceleration when turning right can be considered.

[0120] According to the second acceleration during steering, the corresponding lateral driving force moment can be calculated, and then the lateral center of mass offset distance, which can be referred to as a second center of mass offset distance, can be determined. The target center of mass position is determined based on the center of mass offset distance, and the weight is moved based on the target center of mass position. After the movement, the configuration can meet the above-mentioned steering driving scene. When the vehicle changes lanes or turns, the vehicle can maintain stable three-wheel driving, and the stability of three-wheel driving is improved.

[0121] In some embodiments, the driving force moment of the vehicle is calculated according to the acceleration of the vehicle, including: obtaining a first acceleration when the vehicle is decelerating or accelerating and a second acceleration when the vehicle is steering; and calculating a longitudinal driving force moment of the vehicle according to the first acceleration and a lateral driving force moment of the vehicle according to the second acceleration.

[0122] In some embodiments of the present disclosure, the longitudinal driving force moment and the lateral driving force moment can also be calculated based on the first acceleration and the second acceleration at the same time. The first center of mass offset distance and the second center of mass offset distance are determined based on the longitudinal driving force moment and the lateral driving force moment, respectively. The target center of mass position is determined based on the first center of mass offset distance and the second center of mass offset distance at the same time. After the configuration is moved based on the target center of mass position, the vehicle can meet the complex driving scene of acceleration, deceleration and steering at the same time, and the stability of three-wheel driving is further improved.

[0123] It can be understood that when the vehicle is in a three-wheel driving posture, the body angle of the vehicle can be measured by an inertial measurement unit sensor (IMU). The body angle can include a pitch angle and a roll angle. The center of mass offset distance caused by the three-wheel driving posture can be calculated based on the body angle.

[0124] When the center of mass offset distance is calculated based on the body angle, the body angle can include a pitch angle and a roll angle. The first center of mass offset distance can be calculated based on the pitch angle, and the first center of mass offset distance can be calculated based on the roll angle.

[0125] The target center of mass position finally required is used to cope with the driving scene of the driving force moment. The three-wheel driving posture itself will cause the center of mass to deviate, for example, including longitudinal center of mass deviation and lateral center of mass deviation. Then, based on the center of mass deviation caused by the three-wheel driving posture, the weight is moved to compensate for the difference between the longitudinal center of mass offset distance corresponding to the three-wheel driving posture and the first center of mass offset distance, so that the target center of mass position indicated by the first center of mass offset distance can be reached. The center of mass offset distance that needs to be compensated by the weight is: Δd5=d3-d1 Δd6=d4-d2

[0126] wherein, Δd5 represents the mass center offset distance that needs to be compensated in the longitudinal direction, and Δd6 represents the mass center offset distance that needs to be compensated in the lateral direction. When Δd5 and Δd6 are both achieved by moving the counterweight, the continuous movement of the configuration is stopped, and the corresponding three-position three-way valve will be adjusted to the open mode. d1 is the longitudinal mass center offset distance corresponding to the three-wheel driving posture, and d2 is the lateral mass center offset distance corresponding to the three-wheel driving posture. d3 is the first mass center offset distance, and d4 is the second mass center offset distance. M1 = m x g x d3 M2 = m x g x d4

[0127] wherein, M1 is the pitch moment, M2 is the roll moment, m is the vehicle mass, g is the gravitational acceleration, d3 is the first mass center offset distance, and d4 is the second mass center offset distance.

[0128] In some embodiments, as shown in FIG. 9, the method of three-wheel driving includes steps 901-909.

[0129] Step 901, obtain tire pressure information.

[0130] Step 902, determine whether a tire is blown, if yes, execute step 904, if no, execute step 903.

[0131] Step 903, no tire is blown, and normal driving is performed.

[0132] Step 904, determine that any one of the wheels is blown.

[0133] Step 905, obtain wheel load, and calculate the current mass center position in real time.

[0134] Step 906, move the counterweight of the counterweight system.

[0135] Step 907, determine whether the current mass center position reaches the target mass center position, if yes, execute step 908, if no, continue step 906.

[0136] Step 908, shorten the suspension travel of the first wheel and the second wheel, and stretch the suspension travel of the target wheel.

[0137] Step 909, start three-wheel driving.

[0138] In summary, when the first wheel is in a fault state, the counterweight is moved to the second wheel on the diagonal side of the first wheel to adjust the mass center position of the vehicle; after the mass center position is determined, the posture of the suspension system is adjusted to control the vehicle to drive in three wheels. The mass center position of the vehicle can be significantly adjusted by the counterweight, and then the vehicle drives in three wheels based on the mass center position, which can avoid the situation that the mass center changes slightly and cannot cope with complex driving scenarios, and improves the stability of three-wheel driving.

[0139] Some embodiments of the present disclosure provide a system as shown in FIG. 10, the system 1000 includes a counterweight 1001, a suspension system 1002 and a controller 1003. The controller 1003 is configured to perform the vehicle control method in the above method embodiments.

[0140] Some embodiments of the present disclosure also provide an electronic device 1100 as shown in FIG. 11, the electronic device 1100 includes a processor 1101, a communication interface 1102, a memory 1103 and a communication bus 1104, for example, the processor 1101, the communication interface 1102 and the memory 1103 complete communication with each other through the communication bus 1104.

[0141] The memory 1103 is configured to store a computer program. When the processor 1101 executes the program stored on the memory 1103, the following steps are implemented: moving the counterweight to the second wheel diagonally opposite to the first wheel to adjust the center of mass position of the vehicle when the first wheel is in a fault state; and adjusting the attitude of the suspension system to control the vehicle to run on three wheels after determining the center of mass position.

[0142] For example, the processor 1101 can also implement other steps in the above vehicle control method, which are not described here.

[0143] The communication bus mentioned in the above electronic device can be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus, etc. The communication bus can be divided into an address bus, a data bus, a control bus, etc. For the convenience of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or only one type of bus.

[0144] The communication interface is used for communication between the above electronic device and other devices.

[0145] The memory can include a random access memory (RAM) and can also include a non-volatile memory, such as at least one disk memory. In some embodiments, the memory can also be at least one storage device located away from the aforementioned processor.

[0146] The processor described above can be a general processor, including a central processing unit (CPU), a network processor (NP), etc.; or can be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, a discrete gate or transistor logic device, a discrete hardware component.

[0147] Some embodiments of the present disclosure further provide a computer readable storage medium, which stores instructions, when the instructions are executed on a computer, causing the computer to perform the vehicle control method described in the above embodiments.

[0148] Some embodiments of the present disclosure further provide a computer program product containing instructions, when the computer program product is executed on a computer, causing the computer to perform the vehicle control method described in the above embodiments.

[0149] Some embodiments of the present disclosure further provide a vehicle, as shown in FIGS. 12 and 13, the vehicle 2000 includes the system 1000 described in the above embodiments, or includes the electronic device 1100 described in the above embodiments.

[0150] In the above embodiments, the implementation can be achieved entirely or partially through software, hardware, firmware, or any combination thereof. When implemented by using software, the implementation can be achieved entirely or partially in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the entire or partial processes or functions according to the embodiments of the present disclosure are generated.

[0151] The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions can be stored in a computer readable storage medium, or transmitted from one computer readable storage medium to another computer readable storage medium.

[0152] For example, the computer instructions can be transmitted from one website, computer, server or data center to another website, computer, server or data center through wired (such as coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (such as infrared, wireless, microwave, etc.) mode.

[0153] The computer-readable storage medium can be any available media or a set of one or more available media accessible by a computer, a server, a data center, etc. The available media can be a magnetic media (e.g., floppy diskette, hard disk, magnetic tape), an optical media (e.g., CD-ROM), or a semiconductor media (e.g., Solid State Disk (SSD)), etc.

[0154] It should be noted that, in the present document, relational terms such as first and second and the like can be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can include other elements not expressly listed or inherent to such process, method, article, or apparatus. In other words, the terms "comprises" and "comprising" should not be interpreted as signifying the existence of only the stated features or steps.

[0155] Each of the embodiments in the present specification is described in a relevant manner, and the same or similar parts between the embodiments can be referred to each other. Each of the embodiments focuses on the difference from other embodiments. For the embodiments of the apparatus, the electronic device, the computer-readable storage medium, and the computer program product containing instructions, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the part of the method embodiments.

[0156] The above only describes some embodiments of the present disclosure, and is not intended to limit the protection scope of the present disclosure. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present disclosure shall be included in the protection scope of the present disclosure.

Claims

1. A vehicle control method in which, The vehicle comprises at least one counterweight and a suspension system, and the method comprises: moving the counterweight to a second wheel diagonally opposite to the first wheel when the first wheel is in a failure state, to adjust a center of mass position of the vehicle; and adjusting a posture of the suspension system to control the vehicle to run on three wheels after the center of mass position is determined.

2. The method of claim 1, wherein, The adjusting of the posture of the suspension system to control the vehicle to run on three wheels after the center of mass position is determined, comprises: determining a target wheel other than the first wheel and the second wheel after the center of mass position is determined, controlling a suspension corresponding to the target wheel to be stretched to increase a suspension stroke corresponding to the target wheel, and controlling the vehicle to run on three wheels.

3. The method of claim 1, wherein, The adjusting of the posture of the suspension system to control the vehicle to run on three wheels after the center of mass position is determined, comprises: controlling a suspension corresponding to at least one of the first wheel or the second wheel to be shortened to reduce a suspension stroke corresponding to at least one of the first wheel or the second wheel, and controlling the vehicle to run on three wheels after the center of mass position is determined.

4. The method of any one of claims 1-3, wherein, The moving of the counterweight to the second wheel diagonally opposite to the first wheel when the first wheel is in a failure state, comprises: obtaining a driving torque of the vehicle when the first wheel is in the failure state; determining a center of mass offset distance corresponding to the driving torque, and a target center of mass position indicated by the center of mass offset distance; and controlling the counterweight to move to the second wheel according to the target center of mass position.

5. The method of claim 4, wherein, The obtaining of the driving torque of the vehicle when the first wheel is in the failure state, comprises: calculating the driving torque of the vehicle according to an acceleration of the vehicle when the first wheel is in the failure state.

6. The method of claim 4 or 5, wherein, The at least one counterweight comprises a plurality of counterweights; and the controlling of the counterweight to move to the second wheel according to the target center of mass position, comprises: moving the plurality of counterweights to the second wheel one by one, and obtaining a wheel load of each wheel; and calculating a current center of mass position of the vehicle based on the wheel loads, and stopping the moving of the plurality of counterweights when the current center of mass position is consistent with the target center of mass position.

7. The method of claim 5 or 6, wherein, The calculating of the driving torque of the vehicle according to the acceleration of the vehicle, comprises: obtaining a current first acceleration of the vehicle when the vehicle is decelerating or accelerating, or obtaining a preset first acceleration of the vehicle; wherein the preset first acceleration represents a maximum first acceleration of the vehicle when the vehicle is decelerating or accelerating; and calculating a longitudinal driving torque of the vehicle according to the current first acceleration or the preset first acceleration.

8. The method of claim 5 or 6, wherein, The calculating of the driving torque of the vehicle according to the acceleration of the vehicle, comprises: obtaining a current second acceleration of the vehicle when the vehicle is turning, or obtaining a preset second acceleration of the vehicle; wherein the preset second acceleration represents a maximum second acceleration of the vehicle when the vehicle is turning; and calculating a lateral driving torque of the vehicle according to the current second acceleration or the preset second acceleration.

9. The method of claim 5, wherein, The vehicle driving force torque is calculated according to the acceleration of the vehicle, including: obtaining a first acceleration when the vehicle is decelerating or accelerating and a second acceleration when the vehicle is turning; and calculating a longitudinal vehicle driving force torque according to the first acceleration and a lateral vehicle driving force torque according to the second acceleration.

10. The method of any one of claims 1-9, wherein, The counterweight is oil, and the suspension system is a hydraulic suspension system, and each wheel corresponds to an oil tank for containing the oil; The moving of the counterweight to the second wheel on the diagonal side of the first wheel includes: determining the oil tanks of the remaining wheels except the second wheel as target oil tanks; and moving the oil in the target oil tanks to the oil tank corresponding to the second wheel.

11. A system comprising a counterweight, a suspension system and a controller. The controller is configured to perform the vehicle control method according to any one of claims 1-10.

12. An electronic device comprising: A processor, a communication interface, a memory and a communication bus; wherein the processor, the communication interface and the memory complete the communication among each other through the communication bus; The memory is configured to store a computer program; The processor executes the computer program stored on the memory to realize the vehicle control method according to any one of claims 1-10.

13. A computer readable storage medium storing a computer program, wherein, The program is executed by the processor to realize the vehicle control method according to any one of claims 1-10.

14. A vehicle comprising: The system according to claim 11, or The electronic device according to claim 12.

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