Vehicle control method, storage medium, and vehicle

Abstract

A vehicle control method, a storage medium, and a vehicle, relating to the technical field of vehicles. The vehicle control method comprises: acquiring a vehicle state; and controlling a vehicle on the basis of a target control strategy corresponding to the vehicle state, wherein the vehicle state at least comprises a water-entry wading / floating state, a floating state, and a water-exit wading / floating state, and target control strategies corresponding to at least two vehicle states among the water-entry wading / floating state, the floating state, and the water-exit wading / floating state are different.

Description

Vehicle control method, storage medium and vehicle

[0001] The present application claims priority to Chinese Patent Application No. 202411036415.4, filed on July 31, 2024, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0002] The present disclosure relates to the technical field of vehicles, and in particular to a vehicle control method, a storage medium and a vehicle. BACKGROUND

[0003] The wading state and the floating state of the vehicle refer to the state in which the vehicle can move at a certain speed when wading or floating in water. This state is usually triggered by monitoring the wading depth, the vehicle body posture and the wheel slip state by sensors. After the state is triggered, the vehicle enters a sealed waterproof state to ensure that the engine does not enter water, so as to cope with the wading safety under extreme weather conditions. SUMMARY

[0004] The present disclosure provides a vehicle control method, a storage medium and a vehicle, which can provide corresponding braking strategies for different wading conditions of the vehicle.

[0005] In a first aspect, a vehicle control method is provided, which includes: obtaining a vehicle state; and controlling the vehicle based on a target control strategy corresponding to the vehicle state; the vehicle state at least includes a water-entry wading-float state, a floating state and a water-exit wading-float state, and the target control strategies corresponding to at least two of the water-entry wading-float state, the floating state and the water-exit wading-float state are different.

[0006] In view of this, the vehicle control method provided by some embodiments of the present disclosure can determine the current wading-float state of the wheels, i.e., the vehicle state, through the wading information of the vehicle during the wading process, and provide corresponding control strategies according to different vehicle states, so as to achieve the purpose of braking control of the vehicle.

[0007] In a second aspect, a vehicle control method is provided, which includes: obtaining a vehicle state; and controlling the vehicle based on a target control strategy corresponding to the vehicle state. The vehicle state at least includes a water-entry wading-float state and a water-exit wading-float state, and the target control strategies corresponding to the water-entry wading-float state and the water-exit wading-float state are different.

[0008] In a third aspect, a vehicle control method is provided, which includes: when it is determined that the vehicle is in a floating state and a second braking request is received, controlling the braking system not to execute the second braking request, and controlling at least one motor to reverse according to the second braking request, so as to control the wheels of the vehicle to reverse and realize floating braking.

[0009] In a fourth aspect, a vehicle posture adjustment method is provided. The method comprises: obtaining a vehicle body posture angle when the vehicle is in a partially floating water state; and controlling a gas bag system of the vehicle to perform a gas charging and discharging operation based on the vehicle body posture angle so that the vehicle body posture angle is within a preset angle range.

[0010] Based on this, the current vehicle body posture control of the partially floating water vehicle mainly corrects the yaw angular velocity through differential torque, and less controls the vertical posture (roll, pitch). In some embodiments of the present disclosure, the pitch angle and roll angle of the vehicle are comprehensively considered, and the gas bag system is introduced as an auxiliary control means to further enhance the stability and driving safety of the vehicle.

[0011] In a fifth aspect, a vehicle is provided. The vehicle comprises a memory, a processor, and a computer program stored in the memory and executable on the processor. The processor executes the program to implement the vehicle control method or the vehicle posture adjustment method described above.

[0012] In a sixth aspect, a computer readable storage medium is provided. The computer readable storage medium stores instructions. When the instructions are executed on a terminal, the terminal executes the vehicle control method or the vehicle posture adjustment method described above.

[0013] In a seventh aspect, a computer program product is provided. The computer program product comprises instructions. When the computer executes the instructions, the computer executes the vehicle control method or the vehicle posture adjustment method described above.

[0014] In an eighth aspect, a chip is provided. The chip comprises a processor and a communication interface. The communication interface is coupled to the processor. The processor is configured to execute a computer program or instructions to implement the vehicle control method or the vehicle posture adjustment method described above. BRIEF DESCRIPTION OF DRAWINGS

[0015] In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present disclosure, and other drawings can be obtained by those skilled in the art without creative labor.

[0016] FIG. 1 is a flowchart of a vehicle braking method according to some embodiments of the present disclosure;

[0017] FIG. 2 is an architecture diagram of a vehicle stability control method in a water state according to some embodiments of the present disclosure;

[0018] FIG. 3 is a schematic diagram of a vehicle according to some embodiments of the present disclosure;

[0019] FIG. 4 is an architecture diagram of a control system according to some embodiments of the present disclosure;

[0020] Figure 5 is a block diagram of a control system according to some embodiments of the present disclosure;

[0021] Figure 6 is a flowchart of a vehicle control method according to some embodiments of the present disclosure;

[0022] Figure 7 is a flowchart of a method for entering a floating water state according to some embodiments of the present disclosure;

[0023] Figure 8 is a flowchart of a method for exiting a floating state according to some embodiments of the present disclosure;

[0024] Figure 9 is a schematic diagram of a floating state according to some embodiments of the present disclosure;

[0025] Figure 10 is a flowchart of a floating state according to some embodiments of the present disclosure;

[0026] Figure 11 is a system interaction diagram of a vehicle control method according to some embodiments of the present disclosure;

[0027] Figure 12 is a system architecture diagram of a vehicle control method according to some embodiments of the present disclosure;

[0028] Figure 13 is a flowchart of a mapping relationship according to some embodiments of the present disclosure;

[0029] Figure 14 is a flowchart of another vehicle control method according to some embodiments of the present disclosure;

[0030] Figure 15 is a flowchart of another vehicle control method according to some embodiments of the present disclosure;

[0031] Figure 16 is a flowchart of a vehicle posture adjustment method according to some embodiments of the present disclosure;

[0032] Figure 17 is a schematic diagram of a vehicle floating state according to some embodiments of the present disclosure;

[0033] Figure 18 is a schematic diagram of another vehicle floating state according to some embodiments of the present disclosure;

[0034] Figure 19 is a schematic diagram of another vehicle floating state according to some embodiments of the present disclosure;

[0035] Figure 20 is a schematic diagram of another vehicle floating state according to some embodiments of the present disclosure;

[0036] Figure 21 is a flowchart of a vehicle emergency response method according to some embodiments of the present disclosure;

[0037] Figure 22 is a schematic diagram of an airbag for a vehicle according to some embodiments of the present disclosure. DETAILED DESCRIPTION

[0038] The technical solutions in the embodiments of the present disclosure will be described clearly and completely below in combination with the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are only part of the embodiments of the present disclosure, rather than all the embodiments. Based on the embodiments in the present disclosure, all other embodiments obtained by a person of ordinary skill in the art without creative effort belong to the scope of protection of the present disclosure.

[0039] In the description of the present disclosure, it needs to be understood that the terms "upper", "lower", "left", "right", "front", "back", "inner", "outer" and the like indicate the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present disclosure. Unless otherwise specified, the above orientation description can be flexibly arranged in the actual application process under the condition of meeting the relative positional relationship shown in the drawings.

[0040] The terms "first", "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present disclosure, unless otherwise specified, the meaning of "a plurality of" is two or more.

[0041] In the description of the present disclosure, it needs to be noted that, unless otherwise explicitly specified and limited, the terms "mounting", "connecting", "connection", "communication" should be understood in a broad sense, for example, can be fixed connection, can also be detachable connection, or integral connection. It can be directly connected, or indirectly connected through an intermediate medium, or the communication between the two elements inside. For a person of ordinary skill in the art, the meaning of the above terms in the present disclosure can be understood according to the situation.

[0042] In the embodiments of the present disclosure, the terms "including", "containing" or any other variants thereof are intended to cover non-exclusive containing, so that the process, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or includes elements inherent to such process, article or device. Without more limitation, the element defined by the sentence "including a" does not exclude the existence of other identical elements in the process, article or device including the element.

[0043] In the embodiments of the present disclosure, the word "exemplary" or "for example" is used to mean serving as an example, instance, or illustration. Any embodiment or design presented as "exemplary" or "for example" in the embodiments of the present disclosure is not necessarily to be construed as preferred or advantageous over other embodiments or designs. In fact, a variety of implementations of the embodiments of the present disclosure can be made alone or in combination. Use of the word "exemplary" or "for example" is for conveying purpose only, presenting concepts as examples or illustrations.

[0044] In the description of the specification, features, structures, materials, or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0045] In the related art, there are many challenges in controlling the vehicle when it is in the water floating state, especially in terms of brake control. At present, the technical design of most vehicles is mainly divided into the following two ways:

[0046] As shown in FIG. 1, the related art provides a vehicle braking method. The vehicle can obtain the current vehicle speed and the driver's throttle depth in real time through sensors to calculate the vehicle demand torque. In this process, other factors (such as vehicle load and battery power) may also be considered. Then, the calculated vehicle demand torque can be reasonably distributed to the four drive motors. For example, in the normal driving mode, the distribution may be uniform or adjusted according to the grip of the wheels. However, in the water mode, the distribution strategy will pay more attention to the stability and direction control of the vehicle.

[0047] In combination with FIG. 1, when the vehicle enters the deep water area and is in the floating state, the actual yaw angular velocity of the vehicle is obtained. In the water floating mode, the output torque of the four drive motors can be corrected in real time according to the actual yaw angular velocity, so as to adjust the torque output of each wheel to suppress the yaw motion of the vehicle and maintain the stable driving of the vehicle. This way only ensures the balance of the vehicle through the yaw angular velocity in the water floating mode of the vehicle.

[0048] As shown in FIG. 2, the related art also provides a stability control method for a vehicle in a water condition. A hierarchical control strategy is adopted. By refining the water state and proposing corresponding control strategies for different situations, the stability of the distributed drive electric vehicle in the water working condition can be significantly improved. This method mainly includes three layers of structure, i.e., a reference model layer, an upper controller, and a lower controller. For example, the reference model layer includes driver input and reference model. The upper controller includes a speed controller, a yaw moment controller, a slip rate controller, and a brake torque controller.

[0049] The lower controller includes a water immersion sensor and can propose four control strategies for four situations: no water immersion (normal dry state), wheel water immersion (wheel adhesion decreases and is prone to skidding), brake disc water immersion (brake disc friction decreases and braking is insufficient or fails), and door frame water immersion.

[0050] This method can improve the stability control efficiency of the distributed drive electric vehicle, even if the wheel hub motor drive wheel rim structure is more complex, the ventilation and heat dissipation performance is poor, and the water is not easy to drain when the wheel is immersed in water.

[0051] However, when the vehicle immersion depth reaches the preset position (such as the brake disc position), only the driver is reminded, but no special brake control strategy is designed for different situations of wheel water immersion. This situation may cause the vehicle to be unable to brake ideally in an emergency, and even increase the risk of instability.

[0052] In addition, when the vehicle enters the water at high speed, the driver is likely to step on the brake to brake and decelerate. Due to the extremely low friction coefficient between water and tires, the wheels will lock, and the vehicle braking force will decrease sharply, making it impossible to actively control the vehicle to decelerate to the driver's expectation, affecting the safety of the vehicle during the water state conversion. The above two methods and the usual method all shield the brake pedal signal when the vehicle is in the water state, so that the integrated power brake (IPB) does not build pressure, but there are the following three problems.

[0053] 1. When the user enters the water pool at high speed and finds that there is an obstacle in front that needs to be braked urgently, the brake pedal is stepped down. Since the signal is shielded and the IPB does not generate hydraulic braking, the vehicle cannot actively decelerate, so there is a risk of collision.

[0054] 2. When the vehicle is in the water state and intends to dock, the driver steps on the brake to expect to stop at this point. Since there is no brake force at the wheel end, the vehicle will produce a coasting phenomenon.

[0055] 3. When the vehicle is driving normally, if the water detection system is mis-triggered, the IPB system cannot build pressure, and when the driver steps on the brake pedal, the wheel end cannot generate effective brake force, which will bring great safety hazards to driving.

[0056] To solve the problem that the related art cannot provide a corresponding braking strategy for different water-involved states of a vehicle, some embodiments of the present disclosure provide a vehicle control method, a vehicle posture adjustment method, a device, and a medium, which can determine a target water-involved strategy corresponding to wheel water-involved information of the vehicle in a water-involved process, retain hydraulic braking force of the vehicle, and restore a certain braking force under a wheel lock condition, thereby improving driving safety of the vehicle in a water-floating state.

[0057] Some embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings.

[0058] As shown in FIG. 3, the vehicle 300 can include a chassis 310, a vehicle body 320, and wheels 330. It can be understood that the vehicle 300 can be a fuel car, an electric car, a hybrid car, a gas car, a methanol car, a solar car, etc.

[0059] In some embodiments, the vehicle 300 can be a passenger car, a sport utility vehicle (SUV), a multi-purpose vehicle (MPV), etc., and can also be a passenger car, a cargo truck, a semi-trailer, etc. The present disclosure does not limit this.

[0060] It can be understood that the above components are only examples of some components of the vehicle 300 and are not a limitation on the structure of the vehicle 300.

[0061] For example, to control the vehicle, the vehicle 300 can further include a control system 340. The control system 340 can implement braking control of the vehicle 300 and posture control of the vehicle 300.

[0062] As shown in FIG. 4, the control system 340 can include at least one processor 410, a transceiver 420, and a memory 430. For example, the processor 410, the memory 430, and the transceiver 420 can be connected through a communication line.

[0063] In some embodiments, the transceiver 420 can obtain wheel water-involved information of the vehicle in a water-involved process and a vehicle body posture angle when the vehicle is in a water-floating state, and output the wheel water-involved information and the vehicle body posture angle to the processor.

[0064] In some embodiments, the processor 410 can perform braking control of the vehicle according to the received wheel water-involved information and perform posture adjustment of the vehicle according to the received vehicle body posture angle.

[0065] For example, the processor 410 can be a chip. The chip can include five categories of logic chips, storage chips, sensor chips, power supply chips, and communication chips.

[0066] For example, the processor class mainly undertakes the chips of computing and control tasks in the system, such as microcontroller unit (MCU), central processing unit (CPU), graphics processing unit (GPU), embedded neural network processor (NPU), etc. The storage class mainly undertakes the chips of storing data in the system, and some storage controller class chips, such as dynamic random access memory (DRAM), static random access memory (SRAM), Flash, etc. The sensing class mainly undertakes the chips of collecting, presenting and interacting information in the system, such as input and output devices, some signal processing chips, etc. The communication class (wired and wireless) mainly undertakes the chips of communication function in the system, such as some Ethernet chips, switching chips, wide and local area network, point-to-point and ad hoc network chips, and some devices for assisting communication, such as filtering, amplifying, power, etc. The wireless fidelity (WiFi), Bluetooth, 5G baseband, GPS, narrow band Internet of things (NB-IoT), network card, switch, etc. known to the public can be classified into this category.

[0067] For example, the communication line can include a path for transmitting information between the above components.

[0068] The memory 430 can be a read-only memory (ROM) or other type of static storage device that can store static information and instructions, a random access memory (RAM) or other type of dynamic storage device that can store information and instructions, an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disk storage, a magnetic disk storage or other magnetic storage devices, or any other medium capable of storing desired program code in the form of instructions or data structures and that can be accessed by a computer, but is not limited thereto.

[0069] In some embodiments, the memory 430 can exist independently of the processor 410, that is, the memory 430 can be an external memory of the processor 410, and the memory 430 can be connected to the processor 410 through a communication line for storing execution instructions or application program codes and controlled by the processor 410 to perform the network quality determination method provided by the embodiments of the present disclosure.

[0070] In some embodiments, the memory 430 can also be integrated with the processor 410, that is, the memory 430 can be an internal memory of the processor 410, for example, the memory 430 is a cache, which can be used to temporarily store some data and instruction information, etc.

[0071] In some embodiments, the processor 410 can include one or more CPUs.

[0072] As shown in FIG. 5, the control system 340 can further include a floating water module 510, an execution control module 520, and an emergency floating module 530.

[0073] The floating water module 510 is used to determine whether the vehicle reaches the condition of entering the floating water mode, to detect the floating water state of the four wheels of the vehicle, and to provide necessary basis for the execution of the later executor. For example, the floating water module 510 includes a floating water state control unit 511 and a floating water state detection unit 512. The floating water state control unit 511 is used to determine whether the vehicle enters or exits the floating water mode, and the floating water state detection unit 512 is used to determine the stage of the floating water state of the vehicle.

[0074] The execution control module 520 is configured to perform safe active control on the vehicle. For example, the execution control module 520 includes a motor start and brake control unit 521, a motor torque estimation unit 522, and a vehicle body posture correction unit 523. The motor start and brake control unit 521 is configured to control the motor and the brake system of the vehicle in combination with the vehicle floating-in-water state. The motor torque estimation unit 522 is configured to calculate the torque of the starting motor and distribute the calculated torque. The vehicle body posture correction unit 523 is configured to adjust the posture of the vehicle according to the vehicle body posture angle to ensure the stability of the vehicle floating-in-water.

[0075] The emergency floating module 530 is configured to pop up the airbags arranged on the vehicle to ensure the balance of the vehicle when the vehicle enters an emergency warning state. The emergency floating module 530 includes a manual unit 531 for manually entering the emergency mode and an automatic unit 532 for starting to enter the emergency mode.

[0076] It should be noted that the control system described in some embodiments of the present disclosure is for more clearly illustrating the technical solutions of some embodiments of the present disclosure, and does not constitute a limitation on the technical solutions provided by some embodiments of the present disclosure. It can be known by those skilled in the art that, with the evolution of electronic devices and the appearance of other electronic devices, the technical solutions provided by some embodiments of the present disclosure are also applicable to similar technical problems. The methods in the following embodiments can be implemented in the control system with the above hardware structure.

[0077] The vehicle control method provided by some embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings.

[0078] The vehicle control method of some embodiments of the present disclosure can be applied to the brake control of the vehicle. As shown in FIG. 6, the vehicle control method can include steps 601-602. For example, step 601 can also be referred to as a “vehicle state acquisition” process, and step 602 can be referred to as a “vehicle control” process. Steps 601-602 will be described in detail below.

[0079] Step 601, acquiring the vehicle state.

[0080] For example, the vehicle state at least includes a water-in-floating-in-water state, a floating-in-water state, and a water-out-floating-in-water state. The vehicle state can be determined according to the water depth of the wheels.

[0081] In some embodiments, the control system can determine the water depth of the four wheels through the water depth sensor and the water pressure sensor.

[0082] In some embodiments, as shown in FIG. 7, the water wading depths of the four wheels are obtained (step 701), and in the case that the water wading depths of at least two wheels are less than a first threshold value and greater than a second threshold value (step 702), the control system can determine that the wheels are in a water wading state, and then turn on a vehicle water wading flag bit, so that the vehicle enters a water wading mode (step 703). If the water wading depths of at least two wheels are greater than the first threshold value and less than the second threshold value (step 702), the control system continues to obtain the water wading depths of the four wheels (step 701).

[0083] In the case that the vehicle enters the water wading mode, the control system can continuously update the water wading depths of the four wheels through the suspension height of the vehicle (which increases due to the buoyancy of water), the wheel speed and the vehicle speed (step 704), and in the case that the water wading depths of the four wheels are greater than the first threshold value (step 705), the wheels are in a water floating state, and then the vehicle water floating flag bit can be turned on, so that the vehicle enters a water floating mode (step 706). If the water wading depths of the four wheels are less than the first threshold value (step 705), the control system continues to continuously update the water wading depths of the four wheels (step 704).

[0084] Similarly, as shown in FIG. 8, the control system continuously obtains the water wading depths of the four wheels (step 801), and in the case that the water wading depths of at least two wheels are less than the first threshold value and greater than the second threshold value (step 802), the control system turns off the water floating mode of the vehicle, i.e. the vehicle exits the water floating mode and turns to the water wading mode (step 803). If the water wading depths of at least two wheels are greater than the first threshold value and less than the second threshold value (step 802), the control system continues to obtain the water wading depths of the four wheels (step 801).

[0085] In the case that the water wading depths of the four wheels are less than the second threshold value (step 805), the control system can determine that the wheels are in a non-water wading state, and turn off the water wading mode of the vehicle, i.e. the vehicle exits the water wading mode (step 806). If the water wading depths of the four wheels are greater than the second threshold value (step 805), the control system continues to continuously update the water wading depths of the four wheels (step 804).

[0086] In some embodiments, in the case that the water wading depths of at least two wheels are greater than the first threshold value, the suspension height is greater than a preset height, and the slip rate is greater than a preset threshold value, the control system can turn on the vehicle water floating flag bit, so that the vehicle enters the water floating mode.

[0087] Similarly, in the case that the water wading depths of at least two wheels are less than the first threshold value, the suspension height is less than the preset height, and the slip rate is less than the preset threshold value, the control system can turn off the vehicle water floating flag bit, so that the vehicle exits the water floating mode.

[0088] As an implementation manner of step 601: during the vehicle wading process, the control system can divide the floating water state of the vehicle into three stages and six states according to the wheel wading information.

[0089] For example, the three stages can be a water entering stage, a floating stage and a water exiting stage.

[0090] For example, as shown in FIG. 9, the water entering stage mainly includes two states, state 1: the wading depth of the two front wheels is less than the first threshold value and greater than the second threshold value, and the wading depth of the two rear wheels is less than the second threshold value. That is, the front double wheels are wading, and the rear double wheels are not wading. State 2: the wading depth of the two front wheels is greater than the first threshold value, and the wading depth of the two rear wheels is less than the first threshold value and greater than the second threshold value. That is, the front double wheels are floating, and the rear double wheels are wading.

[0091] The floating stage mainly includes two states, as shown in FIG. 9, state 3: the wading depth of the two front wheels and the two rear wheels is greater than the first threshold value. That is, the front double wheels and the rear double wheels are in the floating state. In this state 3, the vehicle body posture is that the vehicle head is sinking, and the reason for the sinking of the vehicle head is that the uneven distribution of the vehicle cavity causes (the front part of the vehicle head accounts for a small part, and cannot obtain effective buoyancy), and the vehicle body posture can be corrected. State 4: the front double wheels and the rear double wheels are in the floating state, and the vehicle is in a hovering state relative to the static state.

[0092] The water exiting stage mainly includes two states, as shown in FIG. 9, state 5: the wading depth of the two front wheels is less than the first threshold value and greater than the second threshold value, and the wading depth of the two rear wheels is greater than the first threshold value. That is, the front double wheels are wading, and the rear double wheels are floating. In this state, the vehicle is still in the floating mode. State 6: the wading depth of the two front wheels is less than the second threshold value, and the wading depth of the two rear wheels is less than the first threshold value and greater than the second threshold value. That is, the front double wheels are not wading, and the rear double wheels are wading. In this state, the vehicle is in the wading mode.

[0093] Step 602: control the vehicle based on the target control strategy corresponding to the vehicle state.

[0094] In some embodiments of the present disclosure, when the driver steps on the brake in different floating water states of the vehicle, different motor starting and hydraulic brake schemes are adopted.

[0095] The brake control in the vehicle control method provided by some embodiments of the present disclosure can be matched with the motor starting judgment. If the motor starts (the state flag bit is high), the hydraulic brake at the corresponding position is turned off (the signal state flag bit is low). If the wheel hydraulic brake signal starts, the motor at the corresponding position does not start. This mode is to prevent the motor and the brake from working at the same time, so as to prevent the motor from being blocked and affect the service life and safety of the motor. See the following implementation manner.

[0096] As an implementation of step 602: when it is determined that the vehicle is in the water entry floating water state and the first brake request is received, the first wheel is in the floating water state, and the second wheel is in the water entry state, the first brake force is applied to the first wheel, and the first torque or no first torque is applied to the second wheel.

[0097] For example, one of the first wheel and the second wheel is a front wheel, and the other is a rear wheel.

[0098] For example, the brake system controlling the first wheel applies the first brake force to the first wheel; in the case of locking of the first wheel during braking, the motor controlling the second wheel applies the first torque to the second wheel to drive the second wheel to rotate; in the case of no locking of the first wheel during braking, no first torque is applied to the second wheel.

[0099] In some embodiments, in the case that the second wheel is a front wheel, the motor controlling the second wheel outputs the first torque to drive the second wheel to rotate.

[0100] In some embodiments, in the case that the second wheel is a front wheel, the control system can control the motor of the second wheel to apply the first torque to the second wheel to drive the second wheel to reverse.

[0101] In some embodiments, as shown in FIG. 10, taking the first wheel as a rear wheel and the second wheel as a front wheel as an example, the front double wheels are in the floating water state, and the rear double wheels are in the water entry state. That is, as shown in the above FIG. 9, the state 2, the two first wheels are in the water entry state and the two second wheels are in the floating water state.

[0102] The control system can control the brake system of the two rear wheels to brake the rear wheels in the water entry state (step 121), and determine whether the two rear wheels are locked during braking (step 122). If the two rear wheels are locked, it means that the vehicle demand torque exceeds the brake force range that the two rear wheels can provide, and the motors of the two front wheels need to be controlled to drive the front wheels to reverse for active braking (step 123) to meet the vehicle braking demand.

[0103] If the two rear wheels are not locked, it means that the hydraulic brake is working in the linear region, and the two rear wheels can meet the driver's braking demand without starting the operation of the motors of the two front wheels (step 124).

[0104] In some embodiments, the first torque of the two second wheels is equal, and the sum of the first torque of the two second wheels is determined based on the total longitudinal force of the vehicle, the radius of the second wheel, and the transmission efficiency.

[0105] For example, the total longitudinal force of the vehicle is the force required to adjust the vehicle from the current longitudinal speed to the desired longitudinal speed.

[0106] In some embodiments, the control system can calculate the required counter-traction torque of the two front motors through a core electronic control unit (VCU) and the longitudinal force F X of the vehicle, and distribute the required counter-traction torque of the vehicle to the two front motors evenly.

[0107] For example, the control system can calculate the difference ev between the current longitudinal vehicle speed Vx and the target vehicle speed Vd expected by the driver. The control system substitutes ev into the following Formula 1 to calculate the total longitudinal force required by the vehicle using a proportional-integral-derivative (PID) control algorithm: x = k p (e v + k i ∫e v dt + k d e v / dt) Formula 1

[0108] where F X is the total longitudinal force required by the vehicle.

[0109] The control system substitutes the total longitudinal force F X required by the vehicle into the following Formula 2 to calculate the torque generated by the wheel brake: wheel = F x · r Formula 2

[0110] where r is the tire radius, and T wheel is the torque.

[0111] The control system substitutes the torque T wheel into the following Formula 3 to calculate the actual motor torque output, i.e., the sum of the first torques of the two front motors:

[0112] where η e is the transmission efficiency, and T motor is the sum of the first torques of the two front motors.

[0113] Correspondingly, the control system can distribute the sum of the first torques of the two front motors evenly to the front double-wheel motors to generate deceleration while performing feedback control.

[0114] It should be noted that in the case where the front double wheels are in the floating water state and the rear double wheels are in the wading state (state 2), it is considered that the driver decelerates to stop, and therefore the target vehicle speed is zero.

[0115] In some embodiments, in the case that the second wheel is a rear wheel, the motor of the second wheel is controlled to output a first torque to drive the second wheel to rotate.

[0116] In some embodiments, in the case that the second wheel is a rear wheel, the control system can control the motor of the second wheel to apply a first torque to the second wheel to drive the second wheel to rotate forward.

[0117] In some embodiments, as shown in FIG. 10, taking the case that the first wheel is a front wheel and the second wheel is a rear wheel as an example, the front double wheels are in a wading state and the rear double wheels are in a floating state. In combination with the state 5 shown in FIG. 9 described above, the two front wheels are in a wading state and the two rear wheels are in a floating state. That is, the control system can control the braking system of the two front wheels to brake the front wheels in the wading state to prevent the vehicle from rolling (step 151).

[0118] Further, the control system determines whether the two front wheels are locked during braking (step 152). If the two front wheels are locked, it indicates that the braking force of the two front wheels is insufficient to offset the gravity component of the vehicle in the slope direction, and then the motors of the two rear wheels are controlled to drive the rear wheels to rotate forward to prevent the vehicle from rolling (step 153), thereby meeting the braking demand of the vehicle.

[0119] If the two front wheels are not locked, it indicates that the braking force of the two front double wheels is sufficient to offset the gravity component of the vehicle in the slope direction, and then the motors of the two rear wheels are not required to operate (step 154).

[0120] In some embodiments, the second torque of the two second wheels is equal, and the sum of the second torque of the two second wheels is determined based on the braking force of the second wheel, the radius of the second wheel, and the transmission efficiency.

[0121] It can be understood that, in combination with the description of FIG. 9, when the front wheels in the wading state are braked, in the case that the front wheels are locked, the purpose of controlling the rear wheels in the floating state to rotate forward is to prevent the vehicle from rolling. When the two front wheels are locked, it indicates that the braking force of the two front wheels is insufficient to offset the gravity component of the vehicle in the slope direction, and then the motors of the two rear wheels are controlled to rotate forward to prevent the vehicle from rolling. The control system can calculate the braking force that can be provided by the two front wheels, estimate the gravity component of the whole vehicle in the slope direction, and finally calculate the torque required to be applied to the two rear wheels, and then the torque is evenly distributed to the motors of the two rear wheels.

[0122] In some embodiments, the control system can estimate the sliding friction coefficient of the wading road surface according to historical data and an empirical formula. The sliding friction coefficient is substituted into the following formula 4 to calculate the braking force F of the two front wheels when the two front wheels are locked. max : F max = μ side × N Formula 4

[0123] Wherein, N is the load in the vertical direction of the front wheel, μ slide is the sliding friction coefficient, μ slide The value of μ can be between 0.3 and 0.5. The control system can obtain the vehicle buoyancy according to the vehicle mass and the water depth, and then obtain the load in the vertical direction of the front wheel. The estimation of the vehicle buoyancy in the floating water state can be simulated by three-dimensional modeling software to simulate the water entry of the vehicle, and obtained by computational fluid dynamics (CFD) simulation.

[0124] The control system can calculate the slope force F slope according to the vehicle mass mg substituted into the following formula 5: slope F slope = mg sin θ Formula 5

[0125] Wherein, θ is the slope angle.

[0126] Further, the control system substitutes the slope force F max and the brake force F break when the front wheel is locked into the following formula 6 to obtain the required brake force of the rear wheel. F slope = F max -F Formula 6

[0127] Wherein, F break is the required brake force of the rear wheel.

[0128] The control system converts the required brake force of the rear wheel into the torque of the rear wheel motor, that is, substitutes the required brake force of the rear wheel into the following formula 7: T break = F break · r Formula 7

[0129] Wherein, T break is the torque of the rear wheel motor, and r is the radius of the rear wheel.

[0130] The control system substitutes the torque T break of the rear wheel motor into the following formula 8 to calculate the sum of the second torques of the two rear wheel motors:

[0131] Wherein, η e is the transmission efficiency, and T motor is the sum of the first torques of the two rear wheel motors.

[0132] As an implementation manner of step 602: when it is determined that the vehicle is in the floating water state and the second brake request is received, the control system does not execute the second brake request, and controls the motor to reverse according to the second brake request to control the wheels of the vehicle to reverse, thereby realizing the floating water braking.

[0133] For example, the vehicle is determined to be in the floating water state according to at least one of a road type of a road on which the vehicle is located, a water immersion depth of the vehicle, and an actual suspension height of the vehicle.

[0134] In some embodiments, the vehicle is determined to be in the floating water state includes: when the water immersion depth of the vehicle exceeds a target depth threshold, the vehicle is determined to be in the floating water state.

[0135] For example, the water immersion depth can be determined based on a self installation height of the water depth sensor and a detected height, which is a distance between the water depth sensor and a water surface; and the target depth threshold can be determined based on at least one of a mass, a volume of the vehicle, and a density of a medium (such as normal water, muddy water, seawater, etc.), and can be obtained through a vehicle floating experiment.

[0136] It can be understood that when the mass, the volume of the vehicle, and the density of the medium are fixed, the floating position of the vehicle in water (i.e., the water immersion depth) is also fixed. In the experiment, the vehicle can be placed in different water levels to obtain multiple floating positions (such as can be obtained when the vehicle is stable), and then the multiple floating positions can be statistically analyzed, such as taking an average, so that the target depth threshold corresponding to the vehicle floating can be determined, such as a value less than the average value, and a difference value with the average value is small, and the difference value is less than a target difference threshold (which can be a value close to 0).

[0137] For example, when the vehicle is immersed in water, referring to FIG. 11, the water depth sensor 12 (such as an ultrasonic radar) can obtain the water immersion depth of the vehicle according to the self installation height and the detected height from the water surface.

[0138] For example, the water depth sensor 12 is installed below the outside rearview mirror on both sides of the vehicle, and through the ultrasonic principle, the difference ΔT between the time T1 when the sound wave is emitted from the water depth sensor 12 to the water surface and the time T2 when the sound wave is received can be calculated, and the height H1 of the water depth sensor 12 from the water surface can be calculated according to ΔT, i.e., H1 = c x ΔT / 2, wherein c is the speed of sound. Combined with the installation height (i.e., the height of the water depth sensor from the ground) H2 of the water depth sensor, the water immersion depth H0 of the vehicle can be obtained, i.e., H0 = H2-H1. Wherein, the installation height of the water depth sensor can also be calculated by the same principle as calculating H1; or can be obtained by pre-measurement.

[0139] After the wading depth is calculated, the wading depth is sent to the VCU, and the VCU compares the wading depth with the target depth threshold. If the wading depth does not exceed the target depth threshold, it indicates that there is less water on the current ground, the wheels are not off the ground, and the vehicle can normally travel on land. If the wading depth exceeds the target depth threshold, it indicates that there is more water on the current ground, the wheels are off the ground and float in the water, and the vehicle cannot normally travel on the ground, that is, it is determined that the vehicle is in a floating water state. Thus, according to the size relationship between the wading depth of the vehicle and the target depth threshold, it is determined whether the vehicle is in a floating water state.

[0140] In some embodiments, determining that the vehicle is in a floating water state includes: when the suspension of the vehicle is in a free-falling state (which can mean that the suspension is only subjected to the action of its own weight), and the actual suspension height of the suspension exceeds the target height threshold, determining that the vehicle is in a floating water state. For example, the target height threshold can be determined according to the actual situation.

[0141] For example, when the suspension height of the vehicle exceeds the target height threshold, it indicates that the wheels have left the ground, the suspension of the vehicle is in a free-falling state due to its own weight, and the suspension height of the vehicle will increase compared to the suspension height on the ground. For example, a Hall body height sensor mounted on the chassis of the vehicle can be used to sense the body suspension height in real time, and the sensed suspension height can be sent to the VCU. When the suspension height exceeds the target height threshold, the VCU can determine that the vehicle is in a floating water state. When the suspension height of the vehicle does not exceed the target height threshold, it indicates that the wheels have not left the ground, and the change in the suspension height of the vehicle is not caused by the weight, that is, the vehicle is not in a floating water state.

[0142] In some embodiments, as shown in FIG. 11 and FIG. 12, the vehicle can be a four-wheel drive vehicle, and each of the four drive wheels (left front FL wheel, right front FR wheel, left rear RL wheel, and right rear RR wheel) of the vehicle is provided with a corresponding suspension to form an active suspension system 18. To improve the accuracy of the judgment, the VCU can determine that the vehicle is in a floating water state when at least two of the actual suspension heights of the four active suspensions 14 exceed the target height threshold.

[0143] In some embodiments, determining that the vehicle is in a floating water state includes: when the road type is a wading section, and the wading depth exceeds the target depth threshold, determining that the vehicle is in a floating water state. For example, as shown in FIG. 12 and FIG. 11, the road type can be obtained according to the road image collected by the camera perception module 11 of the vehicle.

[0144] For example, in order to improve the accuracy of the judgment, the road surface and the water depth can be determined at the same time. Referring to FIG. 12, the vehicle can be provided with two camera sensing modules 11, which can be respectively arranged at the front end and the rear end of the vehicle. When the road surface images collected by the two camera sensing modules 11 both determine that the vehicle is in a water road section, the VCU determines that the road surface type of the vehicle is water surface. Moreover, when the water depth exceeds the target depth threshold, the VCU determines that the vehicle is in a floating water state.

[0145] Therefore, compared with the above-mentioned judgment by the water depth only, the vehicle is determined to be in a floating water state by the road surface and the water depth, which can improve the accuracy and reliability of the judgment.

[0146] In some embodiments, the vehicle is determined to be in a floating water state, including: when the road surface type is a water road section, and the actual suspension height exceeds the target suspension height threshold, the vehicle is determined to be in a floating water state.

[0147] Compared with the above-mentioned judgment by the actual suspension height only, the vehicle is determined to be in a floating water state by the road surface and the actual suspension height, which can improve the accuracy and reliability of the judgment.

[0148] In some embodiments, the vehicle is determined to be in a floating water state, including: when the road surface type is a water road section, the water depth exceeds the target depth threshold, and the actual suspension height exceeds the target height threshold, the vehicle is determined to be in a floating water state.

[0149] For example, when the water depth exceeds the target depth threshold, and the suspension height exceeds the target height threshold (e.g., all four suspension heights exceed the target height threshold), the VCU determines that the vehicle is in a floating water state. Compared with the above-mentioned judgment by one or two of the road surface type, the water depth, and the actual suspension height, the vehicle is determined to be in a floating water state by the road surface type, the water depth, and the actual suspension height, which can further improve the accuracy and reliability of the judgment.

[0150] The second brake request can be input through a button (e.g., the button is a rotary button, and the brake degree can be determined by the rotation angle), a control (e.g., a brake control on the brake interface of the vehicle terminal, and a quantitative value representing the brake degree can be input through the brake control), or a brake pedal of the vehicle. For example, when the brake pedal depth exceeds the target depth threshold, it is determined that the brake request is received. The target depth threshold can be set as needed, and the brake pedal depth can be detected by a brake pedal depth sensor provided by the brake system (which can be integrated into the electronic stability system 16 shown in FIGS. 11 and 12).

[0151] As shown in FIG. 11, when the VCU determines that the vehicle is in the floating water state and receives the second brake request, such as obtaining the brake pedal depth sent by the electronic stability system 16, and the brake pedal depth exceeds the target depth threshold, considering that the vehicle is currently in the floating water state, if the brake system adopts the traditional control strategy (i.e., the brake decompression is not shielded) at this time, the wheel cylinder generates brake hydraulic pressure, which is easy to cause the wheel to be locked, cannot perform motor torque reversal, makes the brake deceleration completely provided by the resistance of water, cannot meet the driver's expectation, and has problems such as high loss and low efficiency.

[0152] Therefore, in some embodiments of the present disclosure, when the vehicle is in the floating water state and has a brake demand, an innovative and efficient brake strategy is adopted: the brake system (such as the hydraulic brake system) does not execute the second brake request (at this time, the brake system can be considered to be in a non-working state), and the motor of the vehicle is accurately controlled to reverse, thereby driving the wheel end to generate a corresponding reverse action, so as to quickly realize floating water braking to meet the driver's expectation.

[0153] This motor reverse braking mode not only has quick response speed, but also has higher reliability compared with the hydraulic braking of the traditional brake system under such extreme conditions as the floating water state, and can achieve more effective braking. This design not only improves the safety of the vehicle in an emergency, but also shows the achievements of some embodiments of the present disclosure in the vehicle braking technology.

[0154] Corresponding to the braking in the floating water state, in some embodiments of the present disclosure, when it is determined that the vehicle exits the floating water state and receives the second brake request, the brake system is controlled to execute the second brake request.

[0155] For example, the obtaining manner of the second brake request can refer to the above-mentioned obtaining manner of the second brake request.

[0156] Corresponding to the non-working state, the state of the brake system can also be divided into a standby state and an execution state. When it is determined that the vehicle is in the non-floating water state (such as switching from the floating water state to land driving), the brake system can be controlled to be in the standby state, and at this time, if the second brake request is received, the brake system can quickly enter the execution state, that is, respond to the second brake request.

[0157] By controlling the brake system to be in the standby state in the non-floating water state, the brake system can quickly respond to the second brake request on land, which avoids the driving safety problem when the brake system cannot respond to the brake request in time.

[0158] In some embodiments, controlling the motor to reverse according to the second braking request comprises: obtaining a brake pedal depth corresponding to the second braking request, and obtaining a vehicle speed and a steering wheel angle of the vehicle; obtaining a target braking torque according to the brake pedal depth, the vehicle speed and the steering wheel angle; and controlling the motor to reverse according to the target braking torque.

[0159] For example, the brake pedal depth can be detected by a brake pedal depth sensor, or can be determined according to the braking degree described above; the vehicle speed can be detected by a vehicle speed sensor, or can be obtained by combining a wheel speed detected by a wheel speed sensor with a position detected by a global positioning system (GPS) (see FIG. 11 and FIG. 12); and the steering wheel angle can be detected by a steering wheel angle sensor provided by a steering system 17. For example, the global positioning system is a GPS sensor 13.

[0160] In some embodiments, the target braking torque can be determined according to the brake pedal depth, the vehicle speed and the steering wheel angle, and in combination with a preset relationship.

[0161] For example, the preset relationship can be a preset correspondence between the brake pedal depth, the vehicle speed, the steering wheel angle and the torque; or can be a preset correspondence between interval data of the brake pedal depth, the vehicle speed and the steering wheel angle and the torque.

[0162] For example, the preset relationship described above can be obtained by experiment in advance, and can be stored in a table form. In the experiment, the vehicle is in a floating state, and after the brake pedal depth, the vehicle speed and the steering wheel angle are determined, they remain unchanged, the time for deceleration and stopping under different target torques is obtained, and the target torque that meets the requirement that the time is less than or equal to a target time and meets other requirements such as economic requirements is stored in the table.

[0163] Then, one of the brake pedal depth, the vehicle speed and the steering wheel angle is changed (which can be changed within a corresponding interval), and the foregoing process is continued until a table covering various floating conditions is obtained to meet the stopping requirements of the floating conditions. In order to reduce the table lookup time and the size of the table, the data in the table can be converted, for example, the correspondence between the points (brake pedal depth, vehicle speed and steering wheel angle) and the points (target torque) in the table can be converted into the correspondence between the intervals (brake pedal depth, vehicle speed and steering wheel angle) and the points (target torque).

[0164] After the table is obtained, the table can be stored. Then, when the vehicle is in a floating state in actual driving, after the brake pedal depth exceeds a target depth threshold, the target braking torque can be obtained by looking up the table according to the brake pedal depth, the vehicle speed and the steering wheel angle of the vehicle.

[0165] In some embodiments, the brake pedal depth, the vehicle speed and the steering wheel angle can be input into a pre-established model to obtain the target braking torque.

[0166] In some embodiments, the corresponding relationship between the target torque and different brake pedal depths, different vehicle speeds and different steering wheel angles can be obtained through the aforementioned table lookup experiment, and then the corresponding relationship can be modeled to obtain a ternary (i.e., brake pedal depth, vehicle speed and steering wheel angle) function formula. In use, the VCU can call the ternary function formula to obtain the target braking torque according to the brake pedal depth, the vehicle speed and the steering wheel angle.

[0167] In some embodiments, to improve the control stability, the longitudinal acceleration of the vehicle can also be obtained, and the target braking torque can be obtained according to the brake pedal depth, the vehicle speed, the longitudinal acceleration and the steering wheel angle.

[0168] For example, referring to FIG. 11 and FIG. 12, the longitudinal acceleration of the vehicle can be collected by the inertial measurement unit (IMU) 15. After it is determined that the second braking request is received, the target braking torque can be obtained according to the brake pedal depth, the vehicle speed, the longitudinal acceleration and the steering wheel angle. The way of obtaining the target braking torque can refer to the way of obtaining the target braking torque according to the brake pedal depth, the vehicle speed and the steering wheel angle as described above, such as table lookup, using a pre-established model, etc. For example, referring to FIG. 12, the IMU 15 can be integrated in the VCU.

[0169] After the target braking torque is obtained, the motor of the vehicle can be controlled to reverse according to the target braking torque to drive the wheels of the vehicle to reverse, so as to realize the floating water braking function.

[0170] In some embodiments, the vehicle includes one motor, which is on the same drive shaft and corresponds to two wheels; and the motor is controlled to reverse according to the target braking torque, including: the motor is controlled to drive the corresponding two wheels to reverse according to the target braking torque.

[0171] For example, the vehicle is a two-wheel drive vehicle, and the two drive wheels are controlled by one motor, which is on the same drive shaft. When the drive shaft is the front axle, the vehicle is a front-wheel drive vehicle, and the motor can be controlled to drive the two front wheels to reverse according to the target braking torque to realize the braking in the floating water state; when the drive shaft is the rear axle, the vehicle is a rear-wheel drive vehicle, and the motor can be controlled to drive the two rear wheels to reverse according to the target braking torque to realize the braking in the floating water state.

[0172] In some embodiments, the vehicle comprises at least two motors, each motor corresponding to at least one wheel (for example, when there are two motors, each motor can correspond to one wheel, each motor can correspond to two wheels, one motor can correspond to one wheel, and the other motor can correspond to two wheels);

[0173] When the at least two motors comprise three motors, one motor can correspond to two wheels, and the other two motors can each correspond to one wheel); the target braking torque comprises at least two sub-braking torques; and controlling the motors to reverse according to the target braking torque comprises: controlling each motor corresponding to each sub-braking torque to reverse according to the sub-braking torque, for example, the target braking torque is the sum of the at least two sub-braking torques.

[0174] For example, the vehicle comprises two motors, the two motors are on the same drive shaft, each motor corresponds to one wheel, that is, the vehicle is a front-wheel drive vehicle or a rear-wheel drive vehicle, and the two drive wheels can be independently controlled, and the target braking torque comprises two sub-braking torques. At this time, each motor corresponding to each sub-braking torque can be controlled to reverse according to the sub-braking torque, for example, the target braking torque is the sum of the two sub-braking torques.

[0175] In some embodiments, the vehicle comprises four motors, each motor corresponds to one wheel, that is, the vehicle is a four-wheel drive vehicle (and each wheel is independently driven); controlling the motors to reverse according to the target braking torque comprises: when the target braking torque does not exceed the sum of the maximum output torques of the two motors at the same end (such as the front end or the rear end of the vehicle) of the vehicle, controlling the two motors at the first end of the vehicle to reverse according to the target braking torque; and when the target braking torque exceeds the sum of the maximum output torques of the two motors at the same end of the vehicle, controlling the four motors to reverse according to the target braking torque.

[0176] For example, the first end can be the front end or the rear end, one of them can be selected by default for control, or can be automatically selected at random, or can be selected by the user.

[0177] For example, the target braking torque can comprise two sub-braking torques or four sub-braking torques. When the target braking torque does not exceed the sum of the maximum output torques of the two motors at the same end, the target braking torque comprises two sub-braking torques, and at this time, each motor corresponding to each sub-braking torque can be controlled to reverse according to the sub-braking torque, for example, the target braking torque is the sum of the two sub-braking torques.

[0178] When the target braking torque exceeds the sum of the maximum output torques of the two motors at the same end, the target braking torque comprises four sub-braking torques, and at this time, each motor corresponding to each sub-braking torque can be controlled to reverse according to the sub-braking torque, for example, the target braking torque is the sum of the four sub-braking torques.

[0179] When the motor is controlled to reverse, referring to FIG. 11, on the one hand, the VCU can send the FL motor target torque (target torque of the left front wheel in-wheel motor) to the FL MCU (left front wheel in-wheel motor control unit) to control the FL motor according to the FL motor target torque and the FL motor actual torque.

[0180] On the other hand, the FL MCU can feed back the FL motor actual torque to the VCU, and the VCU can generate a control signal according to the FL motor target torque and the FL motor actual torque to control the FL motor through the FL MCU.

[0181] Similarly, the VCU can control the right front wheel in-wheel motor, the left rear wheel in-wheel motor and the right rear wheel in-wheel motor, so that the vehicle can realize the floating water braking function to meet the braking expectation of the driver. Moreover, the deceleration generated by the reverse rotation of the in-wheel motor in the floating water state is significantly higher than that generated by the brake hydraulic wheel lock, which can greatly reduce the collision risk of the vehicle floating water driving. Referring to FIG. 11, each in-wheel motor is denoted by M, and the target torque of each motor in FIG. 11 refers to the corresponding sub-braking torque of each motor.

[0182] In some embodiments of the present disclosure, after obtaining the target braking torque, the target braking torque is also subjected to torque smoothing processing. For example, the motor output torque can be controlled according to a target torque growth rate until the target braking torque is reached. For example, the target torque growth rate can be set as needed to achieve the smoothing of the target braking torque.

[0183] Through the torque smoothing processing, the increase rate of the target torque can be limited to avoid producing an adverse ride feeling and reducing the service life of the transmission system.

[0184] In some embodiments of the present disclosure, controlling the braking system not to perform the second braking request includes sending a request signal for shielding the brake hydraulic function of the braking system of the vehicle to the braking system, and determining that a successful shielding signal for the request signal is received from the braking system.

[0185] For example, referring to FIG. 11, the VCU can receive the brake pedal depth from the braking system in real time, and determine whether the brake pedal depth exceeds the target depth threshold. If yes and the vehicle is in the floating water state, the VCU sends a request signal for shielding the brake hydraulic function of the braking system to the braking system. After receiving the request signal, the braking system does not allow the four wheel cylinders to establish brake hydraulic pressure although it detects that the user steps on the brake pedal, and simultaneously feeds back the shielding result state to the VCU.

[0186] After the VCU receives the shielding result state fed back by the braking system, if it is determined that the shielding result of the braking system is successful, the subsequent control of the motor reverse rotation of the vehicle according to the second braking request is performed.

[0187] Correspondingly, if the brake system receives no request signal from the VCU for establishing brake hydraulic pressure function of the brake system, or, when the duration of the brake pedal depth exceeding the target depth threshold reaches a certain threshold, the brake system still does not receive the request signal sent by the VCU, the brake system performs the function of establishing brake hydraulic pressure of normal brake pedal.

[0188] In some embodiments of the present disclosure, before controlling the motor of the vehicle to reverse according to the second brake request, the method further comprises: when it is determined that there is an obstacle in the travel direction of the vehicle, determining a target braking distance, the target braking distance being determined according to the distance between the obstacle and the vehicle.

[0189] For example, controlling the motor of the vehicle to reverse according to the second brake request comprises: controlling the motor to reverse according to the target braking distance and the vehicle speed, so as to output a target braking torque corresponding to the second brake request, and to achieve braking of the vehicle within the target braking distance.

[0190] For example, whether there is an obstacle in the travel direction of the vehicle can be detected by a camera sensing module 11 on the vehicle, a vehicle-mounted radar, etc., and if there is, the distance between the vehicle and the obstacle can be calculated to determine the target braking distance. To ensure safety, the target braking distance can be set to be less than the distance between the vehicle and the obstacle.

[0191] Then, after receiving the second brake request (which can represent braking of the vehicle within the target braking distance), the motor is controlled to reverse according to the target braking distance and the vehicle speed, so as to output a target braking torque corresponding to the second brake request. For example, the target braking torque can be obtained by looking up a table according to the target braking distance and the vehicle speed, and the motor is controlled to reverse according to the target braking torque, so as to drive the wheel end to reverse, achieve floating water braking, and thus prevent the vehicle from colliding with the obstacle.

[0192] In some embodiments of the present disclosure, after it is determined that the vehicle is in a floating water state, the vehicle can also be controlled to perform floating water steering, floating water driving, etc., so as to enable the vehicle to achieve more functions and meet more user needs.

[0193] For example, after it is determined that the vehicle is in a floating water state, when a steering request is received, at least one motor on one side of the vehicle is controlled to reverse according to the steering request, and the motor on the other side is controlled to rotate forward or be in a non-working state, so as to achieve a floating water steering function. For another example, after it is determined that the vehicle is in a floating water state, when a driving request is received, at least two motors are controlled to reverse according to the driving request, so as to achieve a floating water driving function. For example, the at least two motors are two coaxial motors.

[0194] For example, the steering request can be determined according to the steering wheel angle, when the steering wheel angle exceeds a target steering angle threshold and is left steering, at least one motor on the left side of the vehicle can be controlled to reverse, the motor on the right side of the vehicle can be controlled to forward or be in a non-working state; when the steering wheel angle exceeds the target steering angle threshold and is right steering, at least one motor on the right side of the vehicle can be controlled to reverse, the motor on the left side of the vehicle can be controlled to forward or be in a non-working state. The driving request can be determined according to the accelerator pedal depth, when the accelerator pedal depth exceeds an accelerator depth threshold, the two motors of the first axle can be controlled to reverse, the first axle can be the front axle or the rear axle.

[0195] In some embodiments, as shown in FIG. 10, if the current vehicle speed is zero, it is determined that the driver's intention is to brake hover (step 141), and the control system controls the brake system of the two rear wheels to perform hydraulic brake control on the rear wheels, i.e., state 4 in FIG. 9. The two front wheels are controlled to forward by the difference torque to control the vehicle body yaw to offset the vehicle yaw caused by the water flow, wind speed and steering wheel rotation, i.e., rear double-wheel braking and front-wheel difference torque control (step 142).

[0196] In some embodiments, as shown in FIG. 10, taking the case that the vehicle is in a forward driving state (step 131) and the first wheel is the rear wheel and the second wheel is the front wheel as an example. In combination with state 3 shown in FIG. 9, the two front wheels and the two rear wheels of the vehicle are in a floating water state, and the control system can control the brake system of the two rear wheels to brake the two rear wheels and control the motor of the two front wheels to output a third torque to drive the two front wheels to reverse (step 132), so as to be able to improve the phenomenon of vehicle head sinking to a certain extent.

[0197] In some embodiments, if the second wheel is the rear wheel, the control system can control the motor of the second wheel to drive the second wheel to forward.

[0198] In some embodiments, as shown in FIG. 10, taking the case that the vehicle is in a backward driving state (step 133) and the first wheel is the front wheel and the second wheel is the rear wheel as an example. The two front wheels and the two rear wheels of the vehicle are in a floating water state, and the control system can control the brake system of the two front wheels to brake the two front wheels and control the motor of the two rear wheels to output a third torque to drive the two rear wheels to forward (step 134).

[0199] In some embodiments, the third torque of the two second wheels is equal, and the sum of the third torque of the two second wheels is determined based on the required reverse drag torque of the vehicle, the radius of the second wheel and the transmission efficiency.

[0200] In some embodiments, the reverse drag torque is determined based on the required braking force of the vehicle and the resistance of the vehicle floating in water. For example, the reverse drag torque is the force required to adjust the vehicle from the current speed to the desired speed.

[0201] In some embodiments, the target deceleration of the vehicle is determined according to a mapping relationship corresponding to the current vehicle speed and the brake pedal depth of the vehicle, and the braking force required by the vehicle is determined according to the target deceleration and the mass of the vehicle.

[0202] It should be noted that the determination of the target deceleration of the vehicle can be any one of the following three cases, as shown in FIG. 13. First, the control system obtains the vehicle speed and the brake pedal depth (step 1301), and then judges the two.

[0203] Case (1): the current vehicle speed is not zero (step 1302), the control system can further judge whether the current vehicle speed is greater than a preset vehicle speed threshold (step 1303), if it is less than the preset vehicle speed threshold, the first mapping relationship is determined (step 1304). Further, the control system can obtain the corresponding target deceleration according to the pedal depth in the first mapping relationship.

[0204] Case (2): the current vehicle speed is greater than the preset vehicle speed threshold, the control system further judges whether the brake pedal depth is greater than a preset value (step 1305), if the brake pedal depth is less than the preset value, the second mapping relationship is determined (step 1306). Further, the control system can obtain the corresponding target deceleration according to the pedal depth in the second mapping relationship.

[0205] Case (3): if the current vehicle speed is greater than the preset vehicle speed threshold and the brake pedal depth is greater than the preset value, the third mapping relationship is determined (step 1307). Further, the control system can obtain the corresponding target deceleration according to the pedal depth in the third mapping relationship.

[0206] It should be noted that the above three cases are all based on the premise that the vehicle speed is not zero, if the control system determines that the vehicle speed is zero, it can be considered that the driver intends to hover (step 1308).

[0207] It should be noted that the brake pedal depth is the depth of the brake pedal after the driver steps on it, which can be measured by a pedal meter to obtain different pedal depths.

[0208] The above-mentioned mapping relationship is optimized through multiple tests and adjustments to ensure that the vehicle adopts a reasonable target deceleration under different driving conditions. The mapping relationship is a mapping relationship between the pedal depth and the target deceleration. Alternatively, the mapping relationship can also be a mapping relationship between the motor speed, the pedal depth and the target deceleration. For example, the motor speed can be measured by detecting the change of magnetic flux on the rotor through a Hall effect sensor.

[0209] In some embodiments, the control system can substitute the determined target deceleration and the mass of the vehicle into the following formula 9 to obtain the braking force required by the vehicle in the floating water state: break = m · a Formula 9;

[0210] wherein F break is the required braking force of the vehicle, m is the mass of the vehicle, and a is the target deceleration.

[0211] The resistance of the vehicle floating in water can be determined by the following formula 10:

[0212] wherein F water_res is the resistance of the vehicle floating in water, p is the density of water, C d is the resistance coefficient, A is the projected area of the front end of the vehicle, and v is the vehicle speed.

[0213] The control system can substitute the calculated resistance of the vehicle floating in water and the required braking force of the vehicle into the following formula 11 to obtain the required counter-drag torque of the vehicle: F wheel = F break - F water_res Formula 11.

[0214] wherein F wheel is the required counter-drag torque of the vehicle.

[0215] Further, the control system substitutes the required counter-drag torque of the vehicle into the following formula 12 to convert it into the torque of the motor: T wheel＝ F wheel · r Formula 12.

[0216] wherein T wheel is the torque of the motor.

[0217] The control system substitutes T wheel into the following formula 13 to calculate the actual torque output of the motor, i.e., the sum of the third torques of the two wheel motors:

[0218] wherein T motor is the sum of the third torques of the two wheel motors.

[0219] It should be noted that the control system can equally distribute the sum of the third torques to the two wheel motors to generate deceleration while performing feedback control, and when the vehicle speed is zero, the motor stops working.

[0220] In some embodiments of the present disclosure, as shown in FIG. 14, the control method of the vehicle includes steps 1401-1404.

[0221] Step 1401, determining that the vehicle is in a floating state.

[0222] Step 1402, judging whether the hydraulic braking system of the vehicle, as well as each wheel motor system and its electric control system, are all fault-free.

[0223] Taking a four-wheel drive vehicle as an example, the drive motor includes four wheel-side motors, and the drive motor system and its electric control system include four wheel-side motor systems and their corresponding four electric control systems. If all are fault-free, step 1403 is performed. Correspondingly, if the braking system fails, or any wheel-side motor system or its electric control system fails, step 1404 is performed.

[0224] Step 1403, when the second braking request is received, the braking system is controlled not to perform the second braking request, and the motor is controlled to reverse according to the second braking request to control the wheels of the vehicle to reverse, thereby realizing the floating water braking.

[0225] Step 1404, the vehicle is controlled to issue a prompt information to prompt that the floating water braking deceleration function is limited.

[0226] For example, when the vehicle is in the floating water state, the VCU obtains the states of the braking system, the four wheel-side motors, and the four electric control systems corresponding to the four wheel-side motors in real time. If the state of the braking system is a fault degradation state, or the state of at least one wheel-side motor is a fault state, or the state of at least one electric control system is a fault state, it indicates that the floating water braking function is in a fault state, and the VCU can control the instrument of the vehicle to pop up and display a prompt information, such as “floating water braking function is limited, please drive carefully”.

[0227] For ease of understanding, the control method of the vehicle of some embodiments of the present disclosure is described below in combination with FIG. 15. As shown in FIG. 15, the control flow of the vehicle includes steps 1501-1509.

[0228] Step 1501, start.

[0229] Step 1502, obtain the road surface type, vehicle speed, and suspension height of the vehicle.

[0230] Step 1503, determine whether the vehicle is in the floating water state according to the road surface type, vehicle speed, and suspension height.

[0231] If yes, step 1504 is performed, otherwise, return to step 1502.

[0232] Step 1504, determine whether the braking system, wheel-side motor system, and electric control system of the vehicle are all fault-free.

[0233] If all are fault-free, step 1505 is performed, otherwise, step 1508 is performed.

[0234] Step 1505, determine whether the brake pedal depth is greater than the target depth threshold.

[0235] If yes, step 1506 is performed, otherwise, it indicates that the floating water braking deceleration function does not need to be started, and go to step 1509.

[0236] Step 1506, triggering the brake system to shield the demand of stepping on the brake to build pressure.

[0237] It should be noted that the order of step 1506 and step 1505 can be reversed. If step 1506 is executed before step 1505, the implementation time of the hydroplaning braking function of the vehicle can be reduced. If step 1505 is executed before step 1506, unnecessary control of the brake system can be avoided to some extent.

[0238] Step 1507, obtaining the sub-braking torque of each wheel-side motor according to the brake pedal depth, vehicle speed, longitudinal acceleration and steering wheel angle, and controlling the reverse rotation of each wheel-side motor according to the sub-braking torque.

[0239] Step 1508, prompting that the hydroplaning braking deceleration function is limited.

[0240] Step 1509, end.

[0241] As an implementation manner of step 602, when it is determined that the vehicle is in the water entry and hydroplaning state and a brake request is received, one of the first wheels is in the water entry state and the other is in the non-water entry state. The control system applies a second brake force to the first wheel and a third brake force to the second wheel.

[0242] For example, one of the first wheel and the second wheel is the front wheel and the other is the rear wheel.

[0243] In some embodiments, as shown in FIG. 10, taking the first wheel as the front wheel and the second wheel as the rear wheel as an example, the front double wheels are in the water entry state and the rear double wheels are in the non-water entry state. That is, in combination with state 1 of FIG. 9, the two first wheels are in the water entry state and the two second wheels are in the non-water entry state. The control system can control the brake systems of the two front wheels to perform hydraulic braking on the front wheels in the water entry state, and control the brake systems of the two rear wheels to perform hydraulic braking on the rear wheels in the non-water entry state. That is, four-wheel braking and no motor starting (step 111).

[0244] In some embodiments, as shown in FIG. 10, taking the first wheel as the rear wheel and the second wheel as the front wheel as an example. The two first wheels are in the water entry state and the two second wheels are in the non-water entry state, that is, in combination with state 6 of FIG. 9, the front double wheels are in the non-water entry state and the rear double wheels are in the water entry state. The control system can control the brake systems of the two front wheels to perform hydraulic braking on the front wheels in the non-water entry state, and control the brake systems of the two rear wheels to perform hydraulic braking on the rear wheels in the water entry state. That is, the motors corresponding to the four wheels are not started (step 161).

[0245] It should be noted that in the case of braking of all four wheels, if the wheels are locked, an antilock brake system (ABS) is triggered.

[0246] Based on the above technical solution, the vehicle control method provided by some embodiments of the present disclosure can determine the current floating water state of the wheels through the wading information of the vehicle in the wading process, and provide corresponding control strategies according to different floating water states, so as to achieve the purpose of brake control of the vehicle.

[0247] It should be noted that any operation of the driver in the floating water state of the vehicle can affect the safety and stability of the floating water of the vehicle. For example, when the driver performs a steering operation, a certain yaw angular velocity may be generated under the influence of the water flow, which affects the handling stability of the vehicle. When the vehicle is driving forward or driving backward, if the driver performs emergency braking, some wheels may be locked, and the vehicle may generate a certain pitch angle or roll angle, which affects the driving safety. Therefore, the vehicle body posture control unit provided by some embodiments of the present disclosure can comprehensively control the stability of the vehicle in the floating water state, so as to achieve the purpose of safe and stable driving.

[0248] The vehicle posture adjustment method provided by some embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings.

[0249] The vehicle posture adjustment method of some embodiments of the present disclosure can be applied to the posture control of the vehicle. As shown in FIG. 16, the vehicle posture adjustment method can include steps 1601-1602. For example, step 1601 can also be referred to as a "get vehicle body posture angle" process, and step 1602 can be referred to as a "control vehicle body posture" process. Steps 1601-1602 will be described in detail below.

[0250] Step 1601, in the case that the vehicle is in a floating water state, a vehicle body posture angle is obtained.

[0251] For example, the vehicle body posture angle can include a vehicle body pitch angle, a vehicle body roll angle, a vehicle body yaw angle, and a vehicle body heading angle.

[0252] In some embodiments, the control system can obtain the vehicle body posture angle of the vehicle through an accelerometer, a gyroscope, and other inertial sensors, so as to determine the vehicle body posture of the vehicle.

[0253] Step 1602, based on the vehicle body posture angle, a gas bag system of the vehicle is controlled to perform inflation and deflation operations so that the vehicle body posture angle is within a preset angle range.

[0254] For example, the airbag system of the vehicle includes a first airbag arranged at the front end of the vehicle and a second airbag arranged at the rear end of the vehicle. The airbag system of the vehicle includes a third airbag arranged at one side of the vehicle and a fourth airbag arranged at the other side of the vehicle.

[0255] In some embodiments, the airbags arranged on the vehicle are generally made of multi-layer plastic film, can be inflated to adapt to the change of the volume of the gas, and can be respectively installed at the four wheels, the front bumper and the rear bumper of the vehicle. The airbags of the four wheels function to adjust the roll angle of the vehicle body, and the airbags at the front bumper and the rear bumper function to adjust the pitch angle of the vehicle body.

[0256] In some embodiments, the airbags can include inflatable volume airbags, gas storage tanks and air compressors. For example, the gas storage tanks and the air compressors are located in the trunk of the vehicle and are connected with the airbags through gas pipelines. When the vehicle is in the floating water state, the vehicle window roof is opened to enable the floating water airbags of the whole vehicle to be opened, thereby ensuring the balance of the vehicle.

[0257] As an implementation manner of step 1602: based on the pitch angle of the vehicle body, the first airbag and the second airbag are controlled to perform the inflation and deflation operation so that the pitch angle of the vehicle body is within the preset pitch angle range.

[0258] In some embodiments, in the case that the pitch angle of the vehicle body is greater than the upper limit value of the preset pitch angle range, the control system can control at least one of the first airbag to perform the deflation operation or the second airbag to perform the inflation operation so that the pitch angle of the vehicle body is within the preset pitch angle range.

[0259] In some embodiments, as shown in FIG. 17, due to the pitch angle of the vehicle body being greater than the upper limit value of the preset pitch angle range, the rear end of the vehicle 300 sinks, and the front end of the vehicle 300 is lifted upward. The control system can determine whether the pressure of the second airbag at the rear end of the vehicle, i.e., the tail, exceeds the airbag pressure threshold value. If not, the inflation operation is performed on the second airbag.

[0260] In the inflation process, if the second airbag has reached the airbag pressure threshold value and the vehicle has not yet been balanced with the water surface, the control system determines whether the pressure of the first airbag at the front end of the vehicle, i.e., the head, is zero. If the pressure of the first airbag is not zero, the control system can control the first airbag to perform the deflation operation.

[0261] If, in the inflation process of the second airbag, the second airbag has not reached the airbag pressure threshold value and the vehicle has been balanced with the water surface, the inflation of the second airbag can be stopped, and the first airbag does not need to be deflated.

[0262] Alternatively, before the inflation of the second airbag, the second airbag has reached the airbag pressure threshold value, so the second airbag does not need to be inflated, and only the first airbag needs to be deflated.

[0263] In some embodiments, in a case where the vehicle body pitch angle is less than a lower limit value of the preset pitch angle range, the control system controls at least one of the first air bag to perform the inflation operation or the second air bag to perform the deflation operation so that the vehicle body pitch angle is within the preset pitch angle range.

[0264] In some embodiments, as shown in FIG. 18, due to the vehicle body pitch angle being less than an upper limit value of the preset pitch angle range, the front end of the vehicle 300 is lowered and the rear end of the vehicle 300 is raised. The control system can determine whether the pressure of the first air bag at the front end of the vehicle 300, i.e., the vehicle head, exceeds the air bag pressure threshold value. If not, the control system controls the first air bag to perform the inflation operation.

[0265] In the inflation process, if the first air bag has reached the air bag pressure threshold value and the vehicle has not yet been balanced with the water surface, the control system determines whether the pressure of the second air bag at the rear end of the vehicle, i.e., the vehicle tail, is zero. If the pressure of the second air bag is not zero, the control system can control the second air bag to perform the deflation operation.

[0266] If, in the inflation process of the first air bag, the first air bag has not reached the air bag pressure threshold value and the vehicle has been balanced with the water surface, the inflation of the first air bag can be stopped and the deflation of the second air bag is not required.

[0267] Alternatively, before the inflation of the first air bag, the first air bag has reached the air bag pressure threshold value, and the inflation of the first air bag is not required, and only the deflation of the second air bag is required.

[0268] As an implementation of step 1602: based on the vehicle body roll angle, the control system controls the third air bag and the fourth air bag to perform inflation and deflation operations so that the vehicle body roll angle is within the preset roll angle range.

[0269] In some embodiments, in a case where the vehicle body roll angle is greater than an upper limit value of the preset roll angle range, the control system controls at least one of the third air bag to perform the deflation operation or the fourth air bag to perform the inflation operation so that the vehicle body roll angle is within the preset roll angle range.

[0270] In some embodiments, as shown in FIG. 19, due to the vehicle body roll angle being greater than an upper limit value of the preset roll angle range, the right side of the vehicle 300 is lowered and the left side of the vehicle 300 is raised. The control system can determine whether the pressure of the fourth air bag at the right side of the vehicle 300 exceeds the air bag pressure threshold value. If not, the control system controls the fourth air bag at the right side of the vehicle to perform the inflation operation.

[0271] In the inflation process, if the fourth air bag has reached the air bag pressure threshold value and the vehicle has not yet been balanced with the water surface, the control system determines whether the pressure of the third air bag at the left side of the vehicle is zero. If the pressure of the third air bag is not zero, the control system can control the third air bag to perform the deflation operation.

[0272] If the fourth airbag does not reach the airbag pressure threshold and the vehicle has reached equilibrium with the water surface during the inflation of the fourth airbag, the inflation of the fourth airbag can be stopped and the deflation of the third airbag is not needed.

[0273] Alternatively, if the fourth airbag reaches the airbag pressure threshold before the inflation of the fourth airbag, the inflation of the fourth airbag is not needed and only the deflation of the third airbag is needed.

[0274] In some embodiments, if the vehicle body roll angle is less than the lower limit of the preset roll angle range, the control system controls at least one of the third airbag to perform the inflation operation or the fourth airbag to perform the deflation operation so that the vehicle body roll angle is within the preset roll angle range.

[0275] In some embodiments, as shown in FIG. 20, due to the vehicle body roll angle being less than the lower limit of the preset roll angle range, the left side of the vehicle 300 sinks and the right side of the vehicle 300 rises. The control system can determine whether the pressure of the fourth airbag on the left side of the vehicle 300 exceeds the airbag pressure threshold. If not, the control system controls the fourth airbag to perform the inflation operation.

[0276] During the inflation, if the fourth airbag has reached the airbag pressure threshold and the vehicle has not reached equilibrium with the water surface, the control system determines whether the pressure of the third airbag on the right side of the vehicle is zero. If the pressure of the third airbag is not zero, the control system can control the third airbag to perform the deflation operation.

[0277] If the fourth airbag does not reach the airbag pressure threshold and the vehicle has reached equilibrium with the water surface during the inflation of the fourth airbag, the inflation of the fourth airbag can be stopped and the deflation of the third airbag is not needed.

[0278] Alternatively, if the fourth airbag reaches the airbag pressure threshold before the inflation of the fourth airbag, the inflation of the fourth airbag is not needed and only the deflation of the third airbag is needed.

[0279] It should be noted that if the vehicle body posture is still balanced after the control system adjusts the vehicle body posture in the above manner, the control system can obtain the motor torque of the plurality of wheels. If the motor torque of the plurality of wheels is greater than the torque threshold, the control system controls the motors of the plurality of wheels to output the maximum torque and controls the airbag system of the vehicle to pop up the airbags arranged on the vehicle.

[0280] In some embodiments, as shown in FIG. 21, a flowchart of a vehicle emergency method is provided. The control system can obtain the motor torque of the plurality of wheels (step 2101) and determine whether the motor torque of the plurality of wheels is greater than the torque threshold (step 2102). If yes, the control system controls the motors of the plurality of wheels to output the maximum torque and controls the vehicle to enter the emergency warning mode (step 2103).

[0281] When the floating vehicle enters the emergency warning mode, it indicates that the motor torque that can keep the vehicle stable exceeds the capacity of the motor. The driver can press the emergency floating button or the control system automatically starts the emergency floating mode (step 2104). Then, the airbag system of the vehicle pops up the airbags at the corresponding position (step 2105), thereby ensuring the stability and balance of the vehicle. For example, as shown in FIG. 22, the airbags at the tail of the vehicle 300 are popped up.

[0282] It should be noted that the vehicle posture adjustment method provided by some embodiments of the present disclosure can also correct the inclination of the vehicle body through the yaw moment of the vehicle. The control system can obtain the vehicle body posture angle and determine the vehicle body posture. When the vehicle body posture angle is greater than a threshold value, the vehicle body posture is adjusted. The required yaw moment of the vehicle is calculated by combining the vehicle dynamics model and the PID control algorithm, and the target yaw angular velocity γ d The required yaw moment can be determined by the following formula 14.

[0283] Wherein, δ is the front wheel angle of the vehicle, K is a characteristic factor constant, u is the vehicle speed, and L is the wheelbase of the vehicle.

[0284] Then, the control system can determine the difference e γ between the target yaw angular velocity and the actual yaw angular velocity, and the difference e γ is taken as the input of the proportional-integral-derivative (PID) control algorithm, and the output is the additional yaw moment required in the corresponding state. The required additional yaw moment is distributed to each controllable wheel end through the difference torque, thereby realizing the yaw stability of the vehicle.

[0285] Therefore, the adjustment of the vehicle body posture angle in the prior art is mostly through the yaw moment of the vehicle to correct the inclination of the vehicle body. The method in some embodiments of the present disclosure surpasses the traditional method of only relying on the yaw moment to correct the inclination of the vehicle body, but comprehensively considers the pitch angle and roll angle of the vehicle, and introduces the airbag system as an auxiliary control means to further enhance the stability and driving safety of the vehicle.

[0286] In addition, when the required torque of the vehicle exceeds the output capacity range of the motor, the vehicle cannot be effectively actively braked and the vehicle body stability control, and therefore an external device is needed for passive control. The airbags of the airbag system of the vehicle are popped up while the maximum torque of the motor of each wheel is controlled, which can better maintain the stability of the vehicle.

[0287] Some embodiments of the present disclosure also provide a computer program product containing instructions, which, when the computer program product runs on a computer, causes the computer to execute the vehicle control method or the vehicle posture adjustment method in the above embodiments.

[0288] Some embodiments of the present disclosure further provide a computer readable storage medium, in which instructions are stored, and when the instructions are run on a computer, the computer is caused to perform the vehicle control method or the vehicle posture adjustment method in the above embodiments.

[0289] For example, the computer readable storage medium can be, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or apparatus, or any suitable combination of the foregoing. Examples (a non-exhaustive list) of the computer readable storage medium include an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a register, a hard disk, an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing, or any other form of computer readable storage medium known in the art. An exemplary storage medium is coupled to the processor such that the processor can read information from, and write information to, the storage medium. Of course, the storage medium can be a component of the processor. Suitable processors for the execution of a program of instructions include, by way of example, both general and special purpose microprocessors. The processor can also be comprised of a plurality of processors, or a plurality of processor cores, which can be utilized individually or in combination. The computer readable storage medium can be any available storage media that can be accessed by the processor, including, by way of example, volatile memory, non-volatile memory, optical storage, and the like. The computer readable storage medium can be resident within the processor, external to the processor, or distributed across multiple entities including the processor. The computer readable storage medium can be embodied in a computer program product. By way of example, a computer program product can include a computer readable storage medium and a processor.

[0290] Some embodiments of the present disclosure provide a computer program product containing instructions, which, when run on a computer, cause the computer to perform the vehicle control method or the vehicle posture adjustment method as in FIG. 6 and FIG. 16.

[0291] Since the computer readable storage medium, the computer program product in some embodiments of the present disclosure can be applied to the above method, the technical effects that can be obtained thereby can also be referred to the above embodiments, which will not be repeated here.

[0292] In the multiple embodiments provided by the present disclosure, it should be understood that the disclosed system, device and method can be implemented in other manners. For example, the embodiments of the device described above are merely schematic, and the division of units is merely logical function division, and there can be other division manners in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed coupling or direct coupling or communication connection between units can be indirect coupling or communication connection through some interfaces, devices or units, and can be electrical, mechanical or in other forms.

[0293] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, i.e., they can be located in one place or distributed on multiple network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the present embodiment.

[0294] In addition, the functional units in some embodiments of the present disclosure can be integrated in one processing unit, or each unit can exist physically as a separate unit, or two or more units can be integrated in one unit.

[0295] The above is only a specific implementation of the present disclosure, but the protection scope of the present disclosure is not limited thereto, and any person skilled in the art can easily think of changes or replacements within the technical scope disclosed by the present disclosure, which should be covered within the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure should be subject to the protection scope of the claims.

Claims

1. A vehicle control method, comprising: obtaining a vehicle state; and controlling the vehicle based on a target control strategy corresponding to the vehicle state; wherein the vehicle state comprises at least a water-entry wading water state, a floating water state and a water-exit wading water state, and the target control strategy corresponding to at least two of the water-entry wading water state, the floating water state and the water-exit wading water state is different. The controlling the vehicle based on the target control strategy corresponding to the vehicle state comprises:

2. The method of claim 1, wherein, when it is determined that the vehicle is in the water-entry wading water state and a first braking request is received, a first wheel is in a floating water state and a second wheel is in a wading water state; wherein one of the first wheel and the second wheel is a front wheel and the other is a rear wheel; and applying a first braking force to the first wheel and applying a first torque or not applying the first torque to the second wheel. The applying the first braking force to the first wheel and applying the first torque or not applying the first torque to the second wheel comprises:

3. The method of claim 2, wherein, controlling a braking system of the first wheel to apply the first braking force to the first wheel; when lock occurs in the braking process of the first wheel, controlling a motor of the second wheel to apply the first torque to the second wheel to drive the second wheel to rotate; and when lock does not occur in the braking process of the first wheel, not applying the first torque to the second wheel. The controlling the motor of the second wheel to apply the first torque to the second wheel to drive the second wheel to rotate comprises:

4. The method of claim 3, wherein, when the second wheel is a front wheel, controlling the motor of the second wheel to output the first torque to drive the second wheel to rotate; wherein the first torque of the two second wheels is equal, and a sum of the first torque of the two second wheels is determined based on a total longitudinal force of the vehicle, a radius of the second wheel and a transmission efficiency; the total longitudinal force of the vehicle is a force required to adjust the vehicle from a current longitudinal speed to a desired longitudinal speed. The controlling the motor of the second wheel to apply the first torque to the second wheel to drive the second wheel to rotate comprises:

5. The method of claim 3, wherein, when the second wheel is a rear wheel, controlling the motor of the second wheel to output the first torque to drive the second wheel to rotate; wherein the first torque of the two second wheels is equal, and a sum of the first torque of the two second wheels is determined based on a braking force of the second wheel, a radius of the second wheel and a transmission efficiency. The controlling the motor of the second wheel to apply the first torque to the second wheel to drive the second wheel to rotate comprises:

6. The method of any one of claims 3-5, wherein, when the second wheel is a front wheel, controlling the motor of the second wheel to apply the first torque to the second wheel to drive the second wheel to reverse rotation; when the second wheel is a rear wheel, controlling the motor of the second wheel to apply the first torque to the second wheel to drive the second wheel to rotate forward. The controlling the vehicle based on the target control strategy corresponding to the vehicle state comprises:

7. The method of any one of claims 1-6, wherein, ​ When it is determined that the vehicle is in the floating water state and a second brake request is received, a brake system of a wheel does not execute the second brake request, and a motor is controlled to reverse according to the second brake request to control the wheel of the vehicle to reverse, so as to realize floating water braking.

8. The method of claim 7, further comprising: When it is determined that the vehicle exits the floating water state and the second brake request is received, controlling the brake system to execute the second brake request.

9. The method of claim 7, wherein, The determination that the vehicle is in the floating water state comprises: Determining that the vehicle is in the floating water state according to at least one of a road surface type of a road surface on which the vehicle is located, a water immersion depth of the vehicle, and an actual suspension height of the vehicle.

10. The method of claim 9, wherein, The determination that the vehicle is in the floating water state comprises: When the water immersion depth of the vehicle exceeds a target depth threshold, it is determined that the vehicle is in the floating water state.

11. The method of claim 10, wherein, The target depth threshold is determined based on at least one of a mass, a volume of the vehicle, and a density of a medium.

12. The method of any one of claims 9-11, wherein, The water immersion depth is determined based on a self-mounting height of a water depth sensor and a detected height, wherein the detected height is a distance between the water depth sensor and a water surface.

13. The method of any one of claims 9-12, wherein, The determination that the vehicle is in the floating water state comprises: When at least one suspension of the vehicle is in a free-falling state and an actual suspension height of the at least one suspension exceeds a target height threshold, it is determined that the vehicle is in the floating water state.

14. The method of claim 13, wherein, The at least one suspension comprises four suspensions; the determination that the vehicle is in the floating water state comprises: When at least two of the actual suspension heights of the four suspensions of the vehicle exceed the target height threshold, it is determined that the vehicle is in the floating water state.

15. The method of any one of claims 9-14, wherein, The determination that the vehicle is in the floating water state comprises: When the road surface type is a water-involved road section and the water immersion depth exceeds a target depth threshold, it is determined that the vehicle is in the floating water state.

16. The method of any one of claims 9-14, wherein, The determination that the vehicle is in the floating water state comprises: When the road surface type is a water-involved road section and the actual suspension height exceeds a target suspension height threshold, it is determined that the vehicle is in the floating water state.

17. The method of any one of claims 9-14, wherein, The determination that the vehicle is in the floating water state comprises: When the road surface type is a water-involved road section, the water immersion depth exceeds a target depth threshold, and the actual suspension height exceeds a target height threshold, it is determined that the vehicle is in the floating water state.

18. The method of any one of claims 7-17, wherein, The control of the motor to reverse according to the second brake request comprises: Obtaining a brake pedal depth corresponding to the second brake request, and obtaining a vehicle speed and a steering wheel angle of the vehicle; Obtaining a target brake torque according to the brake pedal depth, the vehicle speed, and the steering wheel angle; and Controlling the motor to reverse according to the target brake torque.

19. The method of claim 18, wherein, The obtaining of the target brake torque according to the brake pedal depth, the vehicle speed, and the steering wheel angle comprises: Determining the target brake torque according to the brake pedal depth, the vehicle speed, and the steering wheel angle in combination with a preset relationship.

20. The method of claim 19, wherein, The preset relationship satisfies one of the following: The preset relationship is a preset corresponding relationship between a brake pedal depth, a vehicle speed, a steering wheel angle, and a torque. The preset relationship is a preset corresponding relationship between interval data of the brake pedal depth, the vehicle speed, and the steering wheel angle, and the torque.

21. The method of any one of claims 7-20, wherein, The controlling the motor to reverse according to the second brake request comprises: obtaining a brake pedal depth corresponding to the second brake request, and obtaining a vehicle speed, a longitudinal acceleration, and a steering wheel angle of the vehicle; obtaining a target brake torque according to the brake pedal depth, the vehicle speed, the longitudinal acceleration, and the steering wheel angle; and controlling the motor to reverse according to the target brake torque.

22. The method of any one of claims 18-21, wherein, The vehicle comprises one motor, the motor is located on a drive shaft, and corresponds to two wheels. The controlling the motor to reverse according to the target brake torque comprises: controlling the motor to drive the corresponding two wheels to reverse according to the target brake torque.

23. The method of any one of claims 18-21, wherein, The vehicle comprises at least two motors, each of the at least two motors corresponds to at least one wheel. The target brake torque comprises at least two sub-brake torques. The controlling the motor to reverse according to the target brake torque comprises: controlling each of the at least two sub-brake torques to control the corresponding motor to reverse according to the target brake torque; wherein the target brake torque is the sum of the at least two sub-brake torques.

24. The method of any one of claims 18-21, wherein, The vehicle comprises four motors, each of the four motors corresponds to one wheel. The controlling the motor to reverse according to the target brake torque comprises: when the target brake torque does not exceed the sum of the maximum output torques of the two motors on the same end of the vehicle, controlling the two motors on the first end of the vehicle to reverse according to the target brake torque; and when the target brake torque exceeds the sum of the maximum output torques of the two motors on the same end of the vehicle, controlling the four motors to reverse according to the target brake torque. The controlling the motor to reverse according to the target brake torque comprises:

25. The method of any one of claims 18-21, wherein, controlling the motor output torque according to a target torque growth rate until the target brake torque is reached. Before the controlling the motor to reverse according to the second brake request, the method further comprises:

26. The method of any one of claims 7-25, wherein, when it is determined that there is an obstacle in the direction in which the vehicle travels, determining a target braking distance; wherein the target braking distance is determined according to the distance between the obstacle and the vehicle; The controlling the motor to reverse according to the second brake request comprises: controlling the motor to reverse according to the target braking distance and the vehicle speed to output a target brake torque corresponding to the second brake request, so as to brake the vehicle within the target braking distance. After the determining that the vehicle is in the floating water state, the method further comprises:

27. The method of any one of claims 7-26, wherein, when a steering request is received, controlling at least one motor located on one side of the vehicle to reverse, and controlling the motor located on the other side of the vehicle to forward or to be in a non-working state according to the steering request, so as to realize a floating water steering function. After the determining that the vehicle is in the floating water state, the method further comprises:

28. The method of any one of claims 7-26, wherein, ​ When a driving request is received, at least two motors are controlled to reverse according to the driving request to realize a floating water driving function; wherein the at least two motors are two coaxial motors.

29. The method of any one of claims 1-28, wherein, The control of the vehicle based on the target control strategy corresponding to the vehicle state comprises: When it is determined that the vehicle is in the water entering floating water state and a braking request is received, a first wheel is in a floating water state and a second wheel is in a non-floating water state; wherein one of the first wheel and the second wheel is a front wheel and the other is a rear wheel; and A second braking force is applied to the first wheel and a third braking force is applied to the second wheel.

30. The method of any one of claims 1-29, wherein, The vehicle state is determined based on the water wading depth of the wheel, and the acquisition of the vehicle state comprises: When the water wading depth of the wheel is greater than a first threshold value, the wheel is in a floating water state; When the water wading depth of the wheel is less than the first threshold value and greater than a second threshold value, the wheel is in a water wading state; and When the water wading depth of the wheel is less than the second threshold value, the wheel is in a non-floating water state.

31. A vehicle control method, comprising: acquiring a vehicle state; controlling a vehicle based on a target control strategy corresponding to the vehicle state; wherein the vehicle state at least comprises a water entering floating water state and a water exiting floating water state, and the target control strategies corresponding to the water entering floating water state and the water exiting floating water state are different.

32. The method of claim 31, wherein, The control of the vehicle based on the target control strategy corresponding to the vehicle state comprises: When it is determined that the vehicle is in the water entering floating water state and a braking request is received, a first wheel is in a floating water state and a second wheel is in a water wading state; wherein one of the first wheel and the second wheel is a front wheel and the other is a rear wheel; and A first braking force is applied to the first wheel and a first torque or no first torque is applied to the second wheel.

33. The method of claim 32, wherein, The application of the first braking force to the first wheel and the application of the first torque or no first torque to the second wheel comprises: controlling a braking system of the first wheel to apply the first braking force to the first wheel; in a case where the first wheel is locked during braking, controlling a motor of the second wheel to apply the first torque to the second wheel to drive the second wheel to rotate; and in a case where the first wheel is not locked during braking, no first torque is applied to the second wheel.

34. The method of claim 33, wherein, The control of the motor of the second wheel to apply the first torque to the second wheel to drive the second wheel to rotate comprises: in a case where the second wheel is a front wheel, controlling the motor of the second wheel to output a first torque to drive the second wheel to rotate; wherein the first torques of the two second wheels are equal, and the sum of the first torques of the two second wheels is determined based on a total longitudinal force of the vehicle, a radius of the second wheel, and a transmission efficiency; the total longitudinal force of the vehicle is a force required to adjust the vehicle from a current longitudinal speed to a desired longitudinal speed.

35. The method of claim 33, wherein, The control of the motor of the second wheel applies the first torque to the second wheel to drive the second wheel to rotate, comprising: In the case of the second wheel being a front wheel, the motor of the second wheel applies the first torque to the second wheel to drive the second wheel to rotate; wherein the first torque of the two second wheels is equal, and the sum of the first torque of the two second wheels is determined based on the braking force of the second wheel, the radius of the second wheel and the transmission efficiency.

36. The method of claim 33, wherein, The control of the motor of the second wheel applies the first torque to the second wheel to drive the second wheel to rotate, comprising: In the case of the second wheel being a front wheel, the motor of the second wheel applies the first torque to the second wheel to drive the second wheel to rotate; wherein the first torque of the two second wheels is equal, and the sum of the first torque of the two second wheels is determined based on the braking force of the second wheel, the radius of the second wheel and the transmission efficiency. In the case of the second wheel being a front wheel, the motor of the second wheel applies the first torque to the second wheel to drive the second wheel to rotate; wherein the first torque of the two second wheels is equal, and the sum of the first torque of the two second wheels is determined based on the braking force of the second wheel, the radius of the second wheel and the transmission efficiency.

37. The method of any one of claims 31-36, wherein, The control of the vehicle based on the target control strategy corresponding to the vehicle state, comprising: When it is determined that the vehicle is in the water-entering floating water state, and a braking request is received, the first wheel is in a water-entering state, and the second wheel is in a non-water-entering state; wherein one of the first wheel and the second wheel is a front wheel, and the other is a rear wheel; and A second braking force is applied to the first wheel, and a third braking force is applied to the second wheel.

38. The method of any one of claims 31-37, wherein, The vehicle state is determined based on the water-entering depth of the wheel, and the acquisition of the vehicle state, comprising: In the case that the water-entering depth of the wheel is greater than a first threshold value, the wheel is in a floating water state; In the case that the water-entering depth of the wheel is less than the first threshold value and greater than a second threshold value, the wheel is in a water-entering state; and In the case that the water-entering depth of the wheel is less than the second threshold value, the wheel is in a non-water-entering state.

39. A vehicle control method, comprising: When it is determined that the vehicle is in a floating water state, and a second braking request is received, controlling the braking system not to execute the second braking request, and controlling the motor to reverse according to the second braking request to control the wheel of the vehicle to reverse, so as to realize floating water braking.

40. The method of claim 39, further comprising: When it is determined that the vehicle exits the floating water state, and the second braking request is received, controlling the braking system to execute the second braking request.

41. The method of claim 39, wherein, The determination that the vehicle is in the floating water state, comprising: Determining that the vehicle is in the floating water state according to at least one of the road surface type of the road surface on which the vehicle is located, the water-entering depth of the vehicle and the actual suspension height of the vehicle.

42. The method of claim 41, wherein, The determination that the vehicle is in the floating water state, further comprising: When the water-entering depth of the vehicle exceeds a target depth threshold value, it is determined that the vehicle is in the floating water state.

43. The method of claim 42, wherein, The target depth threshold value is confirmed based on at least one of the mass, volume of the vehicle and the density of the medium.

44. The method of any one of claims 41-43, wherein, The water-entering depth is confirmed based on the self-installation height of the water depth sensor and the detected height; wherein the detected height is the distance between the water depth sensor and the water surface.

45. The method of any one of claims 41-44, wherein, The step of determining that the vehicle is in the floating state further includes: When at least one suspension of the vehicle is in a free-fall state and the actual suspension height of the at least one suspension exceeds the target height threshold, the vehicle is determined to be in the floating state.

46. The method of claim 45, wherein, The at least one suspension includes four suspensions; determining that the vehicle is in the floating state further includes: When at least two of the actual suspension heights of the four suspensions exceed the target height threshold, the vehicle is determined to be in the floating state.

47. The method of any one of claims 41-46, wherein, The step of determining that the vehicle is in the floating state further includes: When the road surface type is a water-crossing section and the water depth exceeds the target depth threshold, the vehicle is determined to be in the floating state.

48. The method of any one of claims 41-46, wherein, The step of determining that the vehicle is in the floating state further includes: When the road surface type is a water-crossing section and the actual suspension height exceeds the target suspension height threshold, the vehicle is determined to be in the floating state.

49. The method of any one of claims 41-46, wherein, The step of determining that the vehicle is in the floating state further includes: When the road surface type is a water-crossing section, the water depth exceeds the target depth threshold, and the actual suspension height exceeds the target height threshold, the vehicle is determined to be in the floating state.

50. The method of any one of claims 39-49, wherein, Controlling the motor to reverse according to the second braking request includes: Obtain the brake pedal depth corresponding to the second braking request, and obtain the vehicle speed and steering wheel angle; The target braking torque is obtained based on the brake pedal depth, the vehicle speed, and the steering wheel angle; and The motor is controlled to reverse according to the target braking torque.

51. The method of claim 50, wherein, The target braking torque is obtained based on the brake pedal depth, the vehicle speed, and the steering wheel angle, including: The target braking torque is determined based on the brake pedal depth, the vehicle speed, and the steering wheel angle, combined with a preset relationship.

52. The method of claim 51, wherein, The preset relationship satisfies one of the following: The preset relationship is a pre-defined correspondence between brake pedal depth, vehicle speed, and steering wheel angle, and torque; or The preset relationship is the correspondence between the preset interval data of brake pedal depth, vehicle speed and steering wheel angle and the torque.

53. The method of any one of claims 39-52, wherein, The step of controlling the motor to reverse according to the second braking request includes: Obtain the brake pedal depth corresponding to the second braking request, and obtain the vehicle speed, longitudinal acceleration, and steering wheel angle; The target braking torque is obtained based on the brake pedal depth, the vehicle speed, the longitudinal acceleration, and the steering wheel angle; and The motor is controlled to reverse according to the target braking torque.

54. The method of any one of claims 50-53, wherein, The vehicle includes a motor located on a drive shaft and corresponding to two wheels; The step of controlling the motor to reverse according to the target braking torque includes: The motor is controlled to reverse the direction of the two corresponding wheels based on the target braking torque.

55. The method of any one of claims 50-53, wherein, The vehicle includes at least two motors, each of the at least two motors corresponding to at least one wheel; The target braking torque includes at least two sub-braking torques; The step of controlling the motor to reverse according to the target braking torque includes: controlling the motor to reverse according to the target braking torque, wherein the target braking torque is the sum of the at least two sub-braking torques.

56. The method of any one of claims 50-53, wherein, The vehicle comprises four motors, each of which corresponds to one wheel. The controlling the motor to reverse according to the target braking torque comprises: when the target braking torque does not exceed the sum of the maximum output torques of the two motors at the same end of the vehicle, controlling the two motors at the first end of the vehicle to reverse according to the target braking torque; and when the target braking torque exceeds the sum of the maximum output torques of the two motors at the same end of the vehicle, controlling the four motors to reverse according to the target braking torque. The controlling the motor to reverse according to the target braking torque comprises:

57. The method of any one of claims 50-53, wherein, controlling the output torque of the motor at a target torque growth rate until the target braking torque is reached. Before the controlling the motor to reverse according to the second braking request, the method further comprises:

58. The method of any one of claims 39-57, wherein, when it is determined that there is an obstacle in the direction of travel of the vehicle, determining a target braking distance, the target braking distance being determined according to the distance between the obstacle and the vehicle; The controlling the motor to reverse according to the second braking request comprises: controlling the motor to reverse according to the target braking distance and the vehicle speed to output a target braking torque corresponding to the second braking request, so as to achieve braking of the vehicle within the target braking distance. After the determining that the vehicle is in the floating water state, the method further comprises:

59. The method of any one of claims 39-58, wherein, when a steering request is received, controlling at least one motor on one side of the vehicle to reverse, and controlling the motor on the other side of the vehicle to forward or to be in a non-working state according to the steering request, so as to achieve a floating water steering function. After the determining that the vehicle is in the floating water state, the method further comprises:

60. The method of any one of claims 39-59, wherein, when a driving request is received, controlling at least two motors to reverse according to the driving request, so as to achieve a floating water driving function; wherein the at least two motors are two coaxial motors. a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the method according to any one of claims 1-30; or to implement the method according to any one of claims 31-38; or to implement the method according to any one of claims 39-60.

61. A vehicle comprising: When a computer executes the instructions, the computer executes the method according to any one of claims 1-30; or the computer executes the method according to any one of claims 31-38; or the computer executes the method according to any one of claims 39-60.

62. A computer readable storage medium storing instructions, wherein, 63. A computer program product comprising instructions, wherein when the instructions are executed on a computer, the computer executes the method according to any one of claims 1-30; or the computer executes the method according to any one of claims 31-38; or the computer executes the method according to any one of claims 39-60. ​

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