Vehicle control method and apparatus, and vehicle

Abstract

A vehicle control method and apparatus, and a vehicle, mainly relating to the technical field of vehicles. In the method, a plurality of pieces of bend radius information of a first bend through which a first vehicle is to travel are acquired, and accurate adjustment parameters of a suspension system are determined, so as to achieve accurate control of the vehicle when the vehicle travels through the bend. Additionally, the distribution of occupants in the vehicle affects the degree of adjustment of the parameters of the suspension system, so as to improve the stability and occupant comfort of the vehicle when the vehicle travels through the bend.

Description

A vehicle control method, device, and vehicle Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle control method, device, and vehicle. Background Technology

[0002] With the rapid development of modern technology, vehicle intelligence has become an important trend in the automotive industry. In this process, drivers and passengers are placing increasingly higher demands on vehicle ride comfort and driving stability. Especially when driving on curves, vehicle stability and handling directly affect the safety and comfort of passengers.

[0003] Traditional suspension systems typically respond passively to changes in road surface conditions, adjusting the suspension's behavior based on road undulations and variations during vehicle movement. While this approach generally performs well on straight roads, it significantly impacts ride comfort when cornering due to body roll and bumps. Therefore, maintaining vehicle stability and ride comfort during cornering has become a crucial direction in the development of current vehicle suspension system technology.

[0004] Summary of the Invention

[0005] This application provides a vehicle control method, device, and vehicle that can improve the stability and ride comfort of a vehicle when driving on curves.

[0006] In a first aspect, a vehicle control method is provided, which can be executed by a first vehicle or a component (such as a chip or module) in the first vehicle, such as a driving domain controller of the first vehicle. The method provided in the first aspect mainly adjusts the vehicle's suspension to ensure the stability of the vehicle when cornering. Therefore, the first vehicle includes a suspension system. Exemplarily, the suspension system may be a system including a damping valve, a height valve, and a stiffness valve. The method includes:

[0007] Obtain road information for a first road, which includes a first curve, and the road information includes multiple curve radius information of the first curve; based on the multiple curve radius information of the first curve, output first indication information, which is used to indicate the adjustment parameters of the suspension system.

[0008] For example, the first road can be a road that the first vehicle is currently driving on or will be driving on. Generally, roads can be divided into various types, such as curves, straight roads, and ramps. This application mainly considers that traditional vehicle suspension systems are relatively passive and cannot make many adjustments on curved and flat road sections. Therefore, this application mainly focuses on curves, and the first road includes a first curve, which is the curve that the first vehicle will be driving on.

[0009] For example, the first road is the road on which the first vehicle is traveling, and the first road includes a first curve, which is one or more curved road segments in the first road on which the first vehicle is traveling that have not yet been traveled.

[0010] For example, the first road is a road that the first vehicle has not yet traveled on / will travel on, and the first road includes a first curve, which is one or more curved road segments in the first road that the first vehicle has not yet traveled on.

[0011] Furthermore, road information is generally used to characterize road conditions, types, and other information. In existing solutions, road information for primary roads is typically obtained from map information provided by navigation / map providers. However, due to the limitations of the map information collection method, a curve generally corresponds to a single curve radius. But in actual roads, curves on conventional roads (excluding test tracks, racetracks, etc.) are generally irregular; that is, different sections of a single curve on a conventional road may have different curve radii, meaning a single curve may have multiple curve radii. Therefore, using a single curve radius to determine the degree of suspension adjustment when a vehicle passes through a curve results in low accuracy in suspension adjustment.

[0012] Based on this, this application proposes to adjust the suspension system parameters by using multiple curve radius information of the first curve. For example, the aforementioned multiple curve radius information can be the continuously changing curve radius information corresponding to the first curve.

[0013] In summary, by using multiple curve radius information of the first curve, the first vehicle can combine the real and accurate data of the first curve to make real-time adjustments to the suspension system during the process of passing through the first curve, ensuring the accuracy of the suspension adjustment when the first vehicle passes through the curve, thereby improving the stability and ride comfort of the first vehicle when driving through curves.

[0014] By combining the bump index, the method enables real-time feedback and adjustment of the first vehicle during its passage through the first curve. In an optional embodiment, the method further includes: acquiring the bump index of the first vehicle, which is positively correlated with the vertical acceleration of the first vehicle; and outputting second indication information based on the bump index of the first vehicle, the second indication information being used to indicate the parameters for adjusting the suspension system of the first vehicle.

[0015] Optionally, in addition to being positively correlated with the vertical acceleration of the first vehicle, the bump index may also be correlated with one or more of the following: the vehicle height, wheel acceleration, vehicle body acceleration, or roll angle of the first vehicle.

[0016] Based on the above scheme, the bump index can be used to assess the comfort of the occupants or the stability of the vehicle body while the first vehicle is traveling on the first road or through the first curve. If the bump index does not meet expectations, a second indication is output, enabling real-time suspension feedback adjustment during cornering. For example, after outputting the first indication, the method provided in the above embodiment is executed. Furthermore, during the first vehicle's travel through the first curve, the method provided in the above embodiment is executed to achieve real-time status detection of the vehicle during cornering, preventing suspension adjustments from exceeding expectations.

[0017] Of course, the bump index can also be applied to other road sections besides curves, such as other sections of the first road besides the first curve, to measure the comfort of the occupants or the stability of the vehicle body when driving on other types of roads.

[0018] In one alternative implementation, road information for the first road is collected by the second vehicle or by the first vehicle.

[0019] For example, the second vehicle is a vehicle that has already passed through the first road, and the first vehicle is the current vehicle.

[0020] For example, if the road information of the first road is collected by the first vehicle, this means that the first road is a historical road that the first vehicle has traveled.

[0021] For example, if the road information of the first road is collected by the second vehicle, the second vehicle can be a vehicle that has passed through the first road in the past. For example, the second vehicle can be the vehicle that has passed through the first road the most recent time ago. Accordingly, the road information of the first road is the most recent among the historical road information of the first road.

[0022] Based on the above scheme, road information can be obtained by vehicles that have already traveled on the first road, for example, by scanning the first road in real time as the vehicle travels through it, rather than through satellite recognition or map collection vehicles. It should be noted that road information obtained through satellite recognition or map collection vehicles is limited by road maintenance, repair, and detection accuracy, resulting in poor timeliness and low accuracy. In the scheme provided in this embodiment, vehicles traveling on the first road can collect, upload, and update road information through their own modules (such as sensor modules within the vehicle, such as LiDAR and cameras), achieving high accuracy and timeliness. Optionally, while the first vehicle is traveling on the first road, it can continue to collect road information, and if the road information is updated, corresponding operations such as uploading and saving can be performed.

[0023] Furthermore, road information is collected through a second vehicle (such as other vehicles participating in vehicle-to-cloud connectivity) or the first vehicle itself. This update frequency ensures the diversity and accuracy of the information.

[0024] In one optional implementation, the road information of the first road is collected by the second vehicle. Obtaining the road information of the first road includes:

[0025] Receive first map data, which includes road information for the first road.

[0026] For example, "receiving first map data" can refer to receiving first map data sent from a cloud server. It can be understood that the first map data sent by the cloud server is collected and uploaded by the second vehicle.

[0027] For example, "receiving first map data" may refer to receiving first map data sent from a second vehicle.

[0028] For example, the first map data also includes the geometric information of the first road, which includes information such as the road curvature, smoothness, and pothole locations of the first road.

[0029] Based on the above scheme, the road information of the first road can be a kind of map data. For example, the road information can be the dataset information of the map road code generated by the second vehicle based on the fusion of multiple sensors such as lidar and camera in the system perception module and feature recognition technology.

[0030] In one alternative implementation, the distance between the second vehicle and the first vehicle is less than a first distance threshold.

[0031] For example, the vehicle uploads the collected road information of the first road to the cloud, and then transmits the road information to other vehicles that meet the first distance threshold requirement via the cloud. In this embodiment, the first vehicle is "other vehicles that meet the first distance threshold requirement".

[0032] Based on the above scheme, the distance between the second vehicle and the first vehicle is less than the first distance threshold, which can ensure the timeliness and relevance of the received road information. This undoubtedly helps the first vehicle to adjust the suspension system based on the latest and most accurate information.

[0033] In one optional implementation, the first vehicle further includes a sensor module for acquiring road information of the first road, including:

[0034] Road information for the first road is collected through a sensor module.

[0035] In an optional implementation, the first vehicle further includes a sensor module, and the method further includes:

[0036] Based on the data collected by the sensor module, a second map data is generated, which includes road information of the second road traversed by the first vehicle; the second map data is then sent.

[0037] For example, the second road could be the first road that the first vehicle will take.

[0038] For example, the second road can also be the first road that other vehicles (such as the second vehicle) will take. Here, "first road" refers to the first road corresponding to other vehicles, that is, the road that other vehicles will travel on.

[0039] For example, "sending second map data" specifically refers to sending second map data to a cloud server.

[0040] For example, "sending second map data" specifically refers to sending second map data to other vehicles.

[0041] Based on the above solution, by uploading second map data in real time, vehicles traveling on the road can obtain accurate and timely road information / map data.

[0042] In one alternative implementation, transmitting second map data includes:

[0043] Send second map data to the third vehicle, where the distance between the third vehicle and the first vehicle is less than a second distance threshold.

[0044] For example, the second distance threshold can be the first distance threshold or a value less than the first distance threshold. For example, the first vehicle can directly send the second map data to a third vehicle that is closer to the first vehicle.

[0045] In one optional implementation, based on multiple curve radius information of the first curve, first indication information is output, including:

[0046] Based on the input information, a first location point inside the first vehicle is determined. The input information includes location point indication information input by the user and / or occupant distribution information. The occupant distribution information is used to indicate the seating position of the occupants in the cabin of the first vehicle.

[0047] Based on the first location point and multiple curve radius information of the first curve, the first indication information is output.

[0048] For example, the first position point can be the center point of the front seat, the center point of the rear seat, the center point of the whole vehicle, the center of gravity, etc., or it can be the center point of a single seat in the vehicle, or even a point selected by the user.

[0049] It is understandable that the first location point is related to the seating position of the occupants in some implementation scenarios.

[0050] Based on the above scheme, the system combines user input / occupant seating position with multiple curve radius information of the first curve to output the first instruction information, ensuring the user's riding experience when the first vehicle passes through the curve.

[0051] In one optional implementation, the input information includes location point indication information input by the user, and the method further includes:

[0052] The system receives location point indication information input by the user. The location point indication information includes a comfort priority indication for the first seat, which is used to indicate that the location of the first seat is the first location point.

[0053] Based on the above solution, by receiving location indication information input by the user, especially the comfort priority indication for the first seat, the user's needs for the comfort of a specific seat can be accurately met, thereby improving the riding experience.

[0054] In one alternative implementation, the method further includes:

[0055] It was confirmed that there were passengers in the back seats of the first vehicle;

[0056] Output the first prompt message, which asks the user whether to activate the rear seat comfort priority mode. The rear seat comfort priority mode calculates lateral acceleration using the position of the rear seat as the first position point.

[0057] Based on the above solution, by intelligently detecting the situation of rear seat occupants and asking users whether to activate the rear seat comfort priority mode, the vehicle settings can be flexibly adjusted according to the actual riding situation to ensure the comfort of rear seat occupants.

[0058] In one alternative implementation, the method further includes:

[0059] Receive user input indicating that they refuse to activate the rear seat comfort priority mode;

[0060] Based on the input information, determine the first location point inside the first vehicle, including:

[0061] Based on the response information, the center of mass of the first vehicle is determined as the first position point inside the first vehicle.

[0062] Based on the above scheme, when the user chooses not to enable the rear seat comfort priority mode, the vehicle's center of gravity is automatically determined as the first position point. This flexible alternative scheme ensures that reasonable vehicle settings can be provided under different user needs.

[0063] In one optional implementation, the input information includes location point indication information input by the user, and the method further includes:

[0064] Presents the location arrangement interface for the first vehicle;

[0065] Receive location point indication information, which is used to indicate the first location point selected by the user in the location point arrangement interface.

[0066] Based on the above solution, by presenting an intuitive location point arrangement interface, users can independently select the first location point, thereby enhancing user participation and the possibility of personalized settings.

[0067] In one alternative implementation, the input information includes occupant position distribution information, and the first position point includes the center point of the occupant's seating position in the first vehicle cabin.

[0068] Based on the above scheme, the first location point is automatically determined using the passenger location distribution information, eliminating the need for manual input by the user and improving the system's intelligence and convenience.

[0069] In one optional implementation, based on multiple curve radius information of the first curve, first indication information is output, including:

[0070] Based on multiple curve radius information of the first curve and the first position point inside the first vehicle, multiple first lateral accelerations corresponding to the multiple curve radius information are determined. The first lateral acceleration is the predicted lateral acceleration of the first vehicle at the first position point when passing through the first curve.

[0071] Based on the first lateral acceleration, the first indication information is output.

[0072] In one optional implementation, based on the first lateral acceleration, the first indication information is output, including:

[0073] Obtain the lateral acceleration threshold;

[0074] Based on the first lateral acceleration and the lateral acceleration threshold, the first indication information is output.

[0075] Based on the above scheme, the introduction of a lateral acceleration threshold, which is adjusted according to the first position point and driver or passenger information, can more accurately reflect the different users' needs for comfort and safety.

[0076] In one alternative implementation, the lateral acceleration threshold is predefined and is related to at least one or more of the following: the location of the first location point, driver information of the first vehicle, or occupant information of the first vehicle.

[0077] Based on the above solution, the function of providing user-defined lateral acceleration thresholds is provided, which enhances the flexibility and personalization of the system and meets the specific needs of different users.

[0078] Different seats correspond to different lateral acceleration thresholds, and a user memory mode can also be introduced, so different logged-in users or passengers may have different lateral acceleration thresholds.

[0079] In one alternative implementation, obtaining the lateral acceleration threshold includes:

[0080] The system receives lateral acceleration threshold indication information input by the user, which indicates whether to adjust or not adjust the lateral acceleration threshold. When the lateral acceleration threshold indication information indicates that the lateral acceleration threshold should be adjusted, the lateral acceleration threshold indication information includes the lateral acceleration threshold desired by the user.

[0081] In one alternative implementation, the method further includes:

[0082] Output a second prompt message, which asks the user whether to adjust the lateral acceleration threshold.

[0083] In one optional implementation, based on multiple curve radius information of the first curve, first indication information is output, including:

[0084] Before the first vehicle passes through the first curve, the first indication information is output based on the multiple curve radius information of the first curve.

[0085] Based on the above solution, the suspension pre-adjustment / feedforward adjustment is achieved before the vehicle enters a corner, ensuring that the vehicle can smoothly corner and avoiding the problem of poor vehicle stability and poor passenger ride experience caused by adjusting the suspension after the vehicle has tilted into a corner.

[0086] In one alternative implementation, before outputting the first indication information based on multiple curve radius information of the first curve, the method further includes:

[0087] The system receives a pre-adjustment instruction from the user. The pre-adjustment instruction is used to indicate the activation of the suspension pre-adjustment mode. The suspension pre-adjustment mode is used to indicate the adjustment of the suspension system parameters based on the lateral acceleration at a specified location point.

[0088] In one alternative implementation, the method further includes:

[0089] The third prompt message is output, which asks the user whether to activate the suspension pre-adjustment mode.

[0090] In one alternative implementation, the vehicle further includes an intelligent driving system that outputs third prompt information, including:

[0091] If the intelligent driving system is not activated, a third prompt message will be output.

[0092] In one alternative implementation, the parameters of the suspension system include one or more of suspension height, suspension stiffness, or suspension damping.

[0093] In one optional implementation, the output of the first indication information includes at least one of the following:

[0094] Output suspension height adjustment indication information;

[0095] Output suspension stiffness adjustment indication information;

[0096] Output suspension damping adjustment indication information.

[0097] In one alternative implementation, the output times of each item in the suspension height adjustment indication information, suspension stiffness adjustment indication information, and suspension damping adjustment indication information are different.

[0098] Based on the above solution, by adjusting parameters such as suspension height, stiffness, or damping, and by precisely controlling them according to different output times, the dynamic needs of the vehicle under different road conditions can be met more comprehensively, thereby improving overall performance.

[0099] Secondly, this application provides a vehicle control device, which includes: a communication module for acquiring road information of a first road, the first road including a first curve, and the road information including multiple curve radius information of the first curve;

[0100] The processing module is used to output first indication information based on multiple curve radius information of the first curve. The first indication information is used to indicate the adjustment parameters of the suspension system.

[0101] In an alternative implementation, the communication module is further configured to acquire the bump index of the first vehicle, which is positively correlated with the vertical acceleration of the first vehicle.

[0102] The communication module is also used to output second indication information based on the bump index of the first vehicle. The second indication information is used to indicate the parameters for adjusting the suspension system of the first vehicle.

[0103] In one alternative implementation, road information for the first road is collected by the second vehicle or by the first vehicle.

[0104] In one alternative implementation, the road information of the first road is collected by the second vehicle. In acquiring the road information of the first road, the communication module is specifically used to receive first map data, which includes the road information of the first road.

[0105] In one alternative implementation, the distance between the second vehicle and the first vehicle is less than a first distance threshold.

[0106] In one optional embodiment, the first vehicle further includes a sensor module, and the processing module is further configured to generate second map data based on the data collected by the sensor module. The second map data includes road information of a second road traversed by the first vehicle.

[0107] The communication module is also used to send second map data.

[0108] In one alternative implementation, in sending the second map data, the communication module is further configured to send the second map data to a third vehicle, the distance between the third vehicle and the first vehicle being less than a second distance threshold.

[0109] In an optional implementation, in outputting first indication information based on multiple curve radius information of the first curve, the processing module is further configured to determine a first position point inside the first vehicle based on input information, the input information including position point indication information input by the user and / or occupant distribution information, the occupant distribution information being used to indicate the seating position of the occupants in the cabin of the first vehicle.

[0110] The communication module is also used to output first indication information based on the first location point and multiple curve radius information of the first curve.

[0111] In one optional implementation, the input information includes location point indication information input by the user, and the communication module is further configured to receive the location point indication information input by the user. The location point indication information includes a comfort priority indication for the first seat, which indicates that the location of the first seat is the first location point.

[0112] In one alternative implementation, the processing module is further configured to determine that there are occupants in the rear seats of the first vehicle;

[0113] The communication module is also used to output a first prompt message, which asks the user whether to activate the rear seat comfort priority mode. The rear seat comfort priority mode is a mode that calculates lateral acceleration using the position of the rear seat as the first position point.

[0114] In one alternative implementation, the communication module is further configured to receive a response message from the user indicating that they refuse to activate the rear seat comfort priority mode;

[0115] Regarding determining the first position point inside the first vehicle based on the input information, the processing module is specifically used to determine the centroid of the first vehicle as the first position point inside the first vehicle based on the response information.

[0116] In one alternative implementation, the input information includes location point indication information input by the user, and the communication module is also used to present a location point arrangement interface for the first vehicle;

[0117] The communication module is also used to receive location point indication information, which is used to indicate the first location point selected by the user in the location point arrangement interface.

[0118] In one alternative implementation, the input information includes occupant position distribution information, and the first position point includes the center point of the occupant's seating position in the first vehicle cabin.

[0119] In an optional implementation, in outputting first indication information based on multiple curve radius information of the first curve, the processing module is further configured to determine multiple first lateral accelerations corresponding to the multiple curve radius information and a first position point inside the first vehicle, wherein the first lateral acceleration is the predicted lateral acceleration of the first vehicle at the first position point when passing through the first curve.

[0120] The communication module is also used to output first indication information based on the first lateral acceleration.

[0121] In one alternative implementation, in outputting first indication information based on a first lateral acceleration, the communication module is specifically used to acquire a lateral acceleration threshold.

[0122] The communication module is specifically used to output first indication information based on the first lateral acceleration and the lateral acceleration threshold.

[0123] In one alternative implementation, the lateral acceleration threshold is predefined and is related to at least one or more of the following: the location of the first location point, driver information of the first vehicle, or occupant information of the first vehicle.

[0124] In one alternative implementation, regarding obtaining the lateral acceleration threshold, the communication module is specifically configured to receive lateral acceleration threshold indication information input by the user, the lateral acceleration threshold indication information being used to indicate whether or not to adjust the lateral acceleration threshold; when the lateral acceleration threshold indication information is used to indicate adjustment of the lateral acceleration threshold, the lateral acceleration threshold indication information includes the lateral acceleration threshold desired by the user.

[0125] In an alternative implementation, the communication module is further configured to output a second prompt message, which asks the user whether to adjust the lateral acceleration threshold.

[0126] In one alternative implementation, regarding the output of first indication information based on multiple curve radius information of the first curve, the communication module is specifically used to output the first indication information based on multiple curve radius information of the first curve before the first vehicle passes through the first curve.

[0127] In an alternative implementation, before outputting the first indication information based on multiple curve radius information of the first curve, the communication module is further configured to receive a pre-adjustment indication input by the user, the pre-adjustment indication being used to indicate the activation of the suspension pre-adjustment mode, the suspension pre-adjustment mode being used to indicate the adjustment of the parameters of the suspension system based on the lateral acceleration at a specified location point.

[0128] In an optional implementation, the communication module is further configured to output a third prompt message, which asks the user whether to activate the suspension pre-adjustment mode.

[0129] In one alternative implementation, the parameters of the suspension system include one or more of suspension height, suspension stiffness, or suspension damping.

[0130] In one optional implementation, the output of the first indication information includes at least one of the following:

[0131] Output suspension height adjustment indication information;

[0132] Output suspension stiffness adjustment indication information;

[0133] Output suspension damping adjustment indication information.

[0134] In one alternative implementation, the output times of each item in the suspension height adjustment indication information, suspension stiffness adjustment indication information, and suspension damping adjustment indication information are different.

[0135] Thirdly, this application provides a vehicle control device, which includes a processor and a memory, wherein the memory is used to store program instructions; the processor invokes the program instructions in the memory to cause the vehicle control device to execute the method in the first aspect or any possible implementation of the first aspect.

[0136] Fourthly, this application provides a vehicle that includes a vehicle control device as described in the second aspect above or any possible implementation of the second aspect above, or includes a vehicle control device as described in the third aspect above.

[0137] Fifthly, this application provides a chip including a processor and a data interface, wherein the processor reads instructions stored in a memory through the data interface to execute the method in the first aspect or any of the optional embodiments mentioned in the first aspect.

[0138] In a sixth aspect, this application provides a computer-readable storage medium including computer instructions that, when executed by a processor, implement the method in the first aspect or any possible implementation thereof.

[0139] In a seventh aspect, this application provides a computer program product that, when executed by a processor, implements the method described in the first aspect or any possible embodiment of the first aspect.

[0140] For example, the computer program product is a software installation package.

[0141] The technical effects of the second to seventh aspects mentioned above can be referred to the description of the first aspect above, and will not be repeated here. Attached Figure Description

[0142] Figure 1 is a schematic diagram of the architecture of a vehicle control system provided in an embodiment of this application;

[0143] Figure 2 is a schematic diagram of the curve radius information of a first curve provided in an embodiment of this application;

[0144] Figure 3 is a schematic diagram of the architecture of another vehicle control system provided in an embodiment of this application;

[0145] Figure 4 is a schematic diagram of multiple curve radius information of a first curve provided in an embodiment of this application;

[0146] Figure 5 is a functional block diagram of a vehicle;

[0147] Figure 6 is a schematic diagram of the location of components inside a vehicle according to an embodiment of this application;

[0148] Figure 7 is a flowchart illustrating an interaction method provided in an embodiment of this application;

[0149] Figure 8 is a schematic diagram of transmitting road information of a first road according to an embodiment of this application;

[0150] Figure 9 is a schematic diagram of a first curve provided in an embodiment of this application;

[0151] Figure 10 is a schematic diagram of a first position point provided in an embodiment of this application;

[0152] Figure 11 is a schematic diagram of another first position point provided in an embodiment of this application;

[0153] Figure 12 is a schematic diagram of another first position point provided in an embodiment of this application;

[0154] Figure 13 is a schematic diagram of a location point arrangement interface provided in an embodiment of this application;

[0155] Figure 14 is a schematic diagram of a suspension control algorithm provided in an embodiment of this application;

[0156] Figure 15 is a structural schematic diagram of a vehicle control device provided in an embodiment of this application;

[0157] Figure 16 is a schematic diagram of the structure of a computing device provided in an embodiment of this application. Detailed Implementation

[0158] In the embodiments of this application, "instruction" can include direct and indirect instructions, as well as explicit and implicit instructions. The information indicated by a certain piece of information is called the information to be instructed. In the specific implementation process, there are many ways to instruct the information to be instructed, such as, but not limited to, directly instructing the information to be instructed, such as the information to be instructed itself or its index. It can also indirectly instruct the information to be instructed by instructing other information, where there is a relationship between the other information and the information to be instructed. It can also instruct only a part of the information to be instructed, while the other parts are known or pre-agreed upon. For example, the instruction of specific information can be achieved by using a pre-agreed (e.g., protocol-defined) arrangement of various pieces of information, thereby reducing instruction overhead to some extent. At the same time, common parts of various pieces of information can be identified and uniformly indicated to reduce the instruction overhead caused by individually indicating the same information.

[0159] Furthermore, the specific indication method can also be any existing indication method, such as, but not limited to, the above-mentioned indication methods and their various combinations. Specific details of various indication methods can be found in existing technologies, and will not be repeated here. As described above, for example, when multiple pieces of information of the same type need to be indicated, the indication methods for different pieces of information may differ. In the specific implementation process, the required indication method can be selected according to specific needs. This application embodiment does not limit the selected indication method; therefore, the indication methods involved in this application embodiment should be understood to cover various methods that enable the party to be indicated to obtain the information to be indicated.

[0160] It should be understood that the information to be indicated can be sent as a whole or divided into multiple sub-information messages sent separately, and the sending period and / or timing of these sub-information messages can be the same or different. The specific sending method is not limited in this application embodiment. The sending period and / or timing of these sub-information messages can be predefined, for example, according to a protocol, or configured by the sending device by sending configuration information to the receiving device.

[0161] In this application, "sending information" can be understood as one device sending information to another device, or it can also be understood as one logical module within a device sending information to another logical module. For example, "network device sending information" can be understood as a network device sending information to another device (such as a terminal or other network device), or it can be understood as logical module 1 in the network device sending information to logical module 2 in the network device.

[0162] In this application, "receiving information" can be understood as one device receiving information from another device, or it can also be understood as a logical module within a device receiving information from another logical module. For example, "network device receiving information" can be understood as a network device receiving information from another device (such as a terminal or other network device), or it can be understood as logical module 1 in the network device receiving information from logical module 2 in the network device.

[0163] In this application, phrases such as "sending information to... (e.g., a terminal)" or related illustrations in the accompanying drawings can be understood as indicating that the destination of the information is a vehicle. This can include sending information directly or indirectly to a vehicle. Similarly, phrases such as "receiving information from... (e.g., a vehicle)," "receiving information from... (e.g., a vehicle)," or "receiving information sent (e.g., by a vehicle)," or related illustrations in the accompanying drawings, can be understood as indicating that the source of the information is a vehicle. This can include receiving information directly or indirectly from a vehicle. Information may undergo necessary processing between the source and destination, such as format changes, but the destination can understand the valid information from the source. Similar expressions in this application can be interpreted similarly and will not be elaborated further here.

[0164] "Predefined" or "pre-configured" can be achieved by pre-saving corresponding codes, tables, or other means that can be used to indicate relevant information in the device. This application does not limit the specific implementation method. "Saving" can refer to saving in one or more memories. These memories can be separate installations or integrated into the encoder, decoder, processor, or communication device. Alternatively, some memories can be separately installed, while others are integrated into the decoder, processor, or communication device. The type of memory can be any form of storage medium, and this application does not limit this.

[0165] In the embodiments of this application, descriptions such as "when," "under the circumstances," "if," and "if" all refer to the device making corresponding processing under certain objective circumstances, and are not limited to a specific time. They do not require the device to make a judgment action during implementation, nor do they imply any other limitations.

[0166] In the description of the embodiments of this application, unless otherwise stated, " / " indicates that the objects before and after are in an "or" relationship. For example, A / B can represent A or B. "And / or" in the embodiments of this application is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone, where A and B can be singular or plural. Furthermore, in the description of the embodiments of this application, unless otherwise stated, "multiple" refers to two or more. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, or c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple. Additionally, to facilitate a clear description of the technical solutions of the embodiments of this application, the terms "first" and "second" are used in the embodiments of this application to distinguish identical or similar items with essentially the same function and effect. Those skilled in the art will understand that the terms "first," "second," etc., do not limit the quantity or order of execution, and that "first," "second," etc., are not necessarily different. Furthermore, in the embodiments of this application, words such as "exemplary" or "for example" are used to indicate that something is being used as an example, illustration, or description. Any embodiment or design scheme described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design schemes. Specifically, the use of words such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner for ease of understanding.

[0167] The network architecture and business scenarios described in the embodiments of this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided in the embodiments of this application. As those skilled in the art will know, with the evolution of network architecture and the emergence of new business scenarios, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0168] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0169] Please refer to Figure 1, which is a schematic diagram of the architecture of a vehicle control system provided in an embodiment of this application. The system includes a vehicle.

[0170] This vehicle supports map navigation, satellite navigation, GPS, and other technologies that allow it to obtain road information in advance. Understandably, this vehicle includes a suspension system.

[0171] Optionally, the system also includes a cloud server, which is a server capable of providing navigation services, map services and other functions for vehicles.

[0172] In one possible implementation, the vehicle can download high-precision map data from a cloud server to obtain a high-precision map, providing users with more accurate navigation services. It is understood that the high-precision map data includes road information for the primary road. Correspondingly, the vehicle can also obtain maps or navigation services using its built-in navigation system, or obtain high-precision maps through other terminals, thereby obtaining navigation services / road information for the primary road.

[0173] In this system architecture, vehicles can obtain relevant data about the first road through a cloud server. The first road includes the first curve, which is the curve that the first vehicle will be driving on.

[0174] However, due to the low frequency of map data updates, the map data may be outdated and inaccurate due to factors such as road construction and maintenance. Alternatively, the collected map data may not include the radius information of the first curve, or the radius information of the first curve may be a single, isolated information. The process of adjusting the suspension of a vehicle through a curve will be explained using an example where the map data includes the radius information of a single first curve. Please refer to Figure 2, which is a schematic diagram of the radius information of a first curve provided in an embodiment of this application.

[0175] Traditional suspension systems typically respond passively to changes in road surface conditions, adjusting the suspension based on road undulations and variations during vehicle operation. While this approach generally performs well on straight roads, it significantly impacts ride comfort when cornering due to body roll and bumps. The aforementioned vehicle, however, can calculate lateral acceleration based on the radius of a single curve. Lateral acceleration, derived from vehicle speed and curve radius, is crucial data for adjusting vehicle body roll when navigating curves.

[0176] In Figure 2, the relevant data for the first road includes the curve radius information R0 of the first curve. The vehicle can determine the degree of suspension adjustment when passing through the first curve based on the curve radius information R0. The process of adjusting the suspension using the curve radius information is illustrated below. Specifically, the vehicle can calculate the lateral acceleration based on the curve radius information R0 of the first curve. The lateral acceleration can be calculated based on the vehicle speed and the curve radius. Considering that lateral acceleration can be an indicator of the possible roll of the vehicle when passing through a curve, it is a key data point for adjusting the vehicle's roll when passing through a curve. Therefore, the curve radius information used to calculate the lateral acceleration is particularly crucial.

[0177] Furthermore, considering that the curvature / radius information of curves is irregular and not fixed in practical applications, the radius information of curves may be different for different road segments of the same curve. Therefore, the parameters for adjusting the suspension system based on a single radius information are relatively limited. Only considering the single radius information of curves corresponding to the pre-scanned map data (R0 in Figure 2) cannot guarantee the vehicle's stability and the comfort of the occupants when passing through road segments with unobtained radius information (in the first curve).

[0178] Based on this, please refer to Figure 3, which is a schematic diagram of the architecture of another vehicle control system provided in an embodiment of this application. This system is used for suspension control of a vehicle when it passes through a curve. It is understood that the vehicle includes a suspension system, which, exemplarily, includes one or more of a damping valve, a height valve, or a stiffness valve. As shown in Figure 3, the system includes a first vehicle and a second vehicle.

[0179] The first vehicle is a vehicle capable of obtaining road information of the first road from other ports. For example, other ports may refer to a second vehicle, and the road information of the first road is the information data collected by the second vehicle while it is passing through the first road.

[0180] The second vehicle can be a vehicle with environmental perception, decision-making, and communication capabilities, or it can be a device, component, or chip within the second vehicle, such as an on-board unit (OBU). This application embodiment does not impose specific limitations. The sensing devices on the second vehicle include at least one of on-board cameras, millimeter-wave radar, and lidar. Exemplarily, the second vehicle can be a dedicated vehicle for collecting map data, or it can be a social vehicle that selectively performs map data collection; this is not specifically limited here. The number and type of the second vehicle are not limited here.

[0181] Understandably, the second vehicle can determine the road information of the first road based on data collected by the external camera or radar, and then send the road information to the first vehicle.

[0182] In an optional implementation, the system further includes a cloud server. Road information can be uploaded to the cloud server by the second vehicle and then sent to the first vehicle by the cloud server. The cloud server can be a device with computing capabilities, such as a server deployed on the network side (e.g., a map server or a map provider's server), or a component or chip within that server. The cloud server can be deployed in a cloud environment or an edge environment. The cloud server can be an integrated device or multiple distributed devices; this application does not impose specific limitations.

[0183] Correspondingly, road information can also be generated by a second vehicle collecting relevant data from the first road and sending it to a cloud server. Understandably, the cloud server can store curve radius information as relevant data for the first road and publish it along with the first road's road information, or it can publish it separately; no specific limitation is made here.

[0184] Taking the distribution of electronic maps as an example, when distributing electronic maps, a cloud server can distribute the map to vehicles via a wireless network, such as a cellular communication network; alternatively, the cloud server can distribute the map to other devices, which can then forward it to vehicles. This forwarding can be done through Vehicle to Everything (V2X). For instance, a cloud-based map server can distribute electronic maps to vehicles either through cellular communication networks, including base stations, or through V2X communication, where roadside devices forward the maps to vehicles.

[0185] In the aforementioned system, communication between the cloud server and the vehicle (e.g., the first vehicle / the second vehicle) can utilize cellular communication technologies, such as 2G cellular communication (e.g., Global System for Mobile Communication, GSM, General Packet Radio Service, GPRS); or 3G cellular communication (e.g., Wideband Code Division Multiple Access, WCDMA, Time Division-Synchronous Code Division Multiple Access, TS-SCDMA, Code Division Multiple Access, CDMA); or 4G cellular communication (e.g., Long Term Evolution, LTE-Vhhh Vehicle to Everything, V2X, PC5 communication); or 5G cellular communication (e.g., New Radio, NR-V2X, PC5 communication); or other evolved cellular communication technologies. The wireless communication system can also utilize non-cellular communication technologies, such as Wi-Fi and wireless local area networks (WLANs), without specific limitations. In some embodiments, communication between the aforementioned devices may also utilize infrared links, Bluetooth, or ZigBee for direct communication. In some embodiments, communication between the aforementioned devices may also employ other wireless protocols, such as various vehicle communication systems. For example, the system may include one or more dedicated short range communications (DSRC) devices, which may include public and / or private data communication between vehicles and / or roadside stations, without specific limitations in this application.

[0186] The system shown in Figure 3 can be applied to a variety of application scenarios, such as the following: mobile internet (MI), self-driving, transportation safety, internet of things (IoT), smart city, or smart home, and other scenarios with data collection needs.

[0187] It should be noted that Figure 3 is merely an exemplary architecture diagram, and does not limit the number of network elements included in the system shown in Figure 3. Although not shown in Figure 3, Figure 3 may include other functional entities besides those shown in Figure 3. Furthermore, the method provided in this application embodiment can be applied to the vehicle control system shown in Figure 3; of course, the method provided in this application embodiment can also be applied to other communication systems, and this application embodiment does not impose any limitations on this.

[0188] In one alternative implementation, the second vehicle is the most recent vehicle that has traveled on the first road. For example, before the first vehicle, there are multiple vehicles that have traveled on the first road, and the second vehicle is the last of the multiple vehicles.

[0189] In one optional implementation, the second vehicle is the first vehicle that travels on the first road after the first road has been changed. For example, after the road information of the first road changes due to factors such as road construction or road maintenance, the second vehicle collects the road information of the first road after the change.

[0190] Considering that the data collected by the second vehicle through the external camera or radar is more accurate, it can capture the curve radius information corresponding to each segment of the first curve, thus capturing multiple curve radius information corresponding to the first curve. This allows subsequent vehicles passing through the curve (such as the first vehicle) to adjust the suspension system parameters based on the multiple curve radius information corresponding to the first curve. Please refer to Figure 4, which is a schematic diagram of multiple curve radius information of a first curve provided in an embodiment of this application. As shown in Figure 4, the first curve in Figure 4 is an irregular curve, and the corresponding curve radius information is different in different segments. Figure 4 specifically illustrates the curve radius information R1 and curve radius information R2 corresponding to the first curve. It can be understood that the first vehicle adjusts the suspension system parameters differently when passing through the segments corresponding to curve radius information L1 and curve radius information L2, respectively.

[0191] In an alternative implementation, in addition to multiple curve radius information, the first vehicle can also influence the degree of parameter adjustment of the suspension system through input information. For example, the input information includes location point indication information and / or occupant distribution information input by the user through human-vehicle interaction operation. The occupant distribution information is used to indicate the seating position of the occupants in the cabin of the first vehicle.

[0192] Specifically, the input information can determine the first position point, which is a general point for measuring whether the vehicle has entered the curve. Generally speaking, the first position point is the center of gravity of the vehicle. However, considering the user's subjective intention and the comfort of the occupants, the parameters of the suspension system can be adjusted by using the first position point and multiple curve radius information to further improve the riding experience of the occupants when the vehicle passes through the first curve.

[0193] Based on this, the road information of the first road in this system is more accurate and timely than the relevant data of the first road involved in the architecture shown in Figure 1.

[0194] The architecture and scenarios of the vehicle control system have been introduced above. The specific equipment used in this application will be described below by way of example. For ease of understanding, we will first introduce the architecture of a vehicle to which this application can be applied.

[0195] Please refer to Figure 5, which is a functional block diagram of a vehicle. The first vehicle may include various subsystems, such as a driving system 21, a control system 22, a sensing system 23, one or more peripheral devices 24, a power supply 26, and a computing device 101. Each subsystem may include one or more components, and subsystems or components may be interconnected via wired or wireless means. Of course, the functional block diagram shown in Figure 5 is for illustrative purposes only. In actual implementation, the vehicle may include more or fewer subsystems, and the types and numbers of components included in the subsystems may also be designed differently.

[0196] The mobility system 21 includes elements that provide powered motion to the first vehicle. Exemplarily, the mobility system 21 may include an engine 211, an energy source 212, a transmission 213, and wheels 214 (or tires). The engine 211 converts the energy source 212 into mechanical energy and may include an internal combustion engine, an electric motor, an air compressor engine, or other combinations of engines, such as a hybrid engine consisting of a gasoline engine and an electric motor, or a hybrid engine consisting of an internal combustion engine and an air compressor engine. Examples of energy sources 212 include gasoline, diesel, other petroleum-based fuels, propane, other compressed gas-based fuels, ethanol, solar panels, batteries, and other sources of electricity. In some embodiments, the energy source 212 may also provide energy to other systems of the first vehicle. The transmission 213 transmits mechanical power from the engine 211 to the wheels 214. The transmission 213 may include a gearbox, a differential, and a drive shaft. Exemplarily, the transmission 213 may also include further elements, such as a clutch.

[0197] Control system 22 is a system for controlling the vehicle and its components. Control system 22 may include various components, including a steering system 221, a throttle 222, or a braking unit 223, etc. Steering system 221 adjusts the vehicle's direction of travel, for example, by including a steering wheel system. Throttle 222 controls the operating speed of engine 211, thereby controlling the vehicle's speed. Braking unit 223 controls vehicle deceleration, and can be used to slow down the rotational speed of wheels 214, thereby controlling vehicle deceleration. In some embodiments, braking unit 223 can convert the kinetic energy of wheels 214 into electrical current. Of course, braking unit 223 may also take other forms to slow down the rotational speed of wheels 214, thereby controlling vehicle speed. Of course, in some embodiments, control system 22 may include more or fewer components, or alternatively, the components shown; for example, control system 22 may also include one or more of a computer vision system, a route control system, an obstacle avoidance system, or an emergency braking system, etc.

[0198] Sensing system 23 may include several sensors that sense information about the environment surrounding or inside the vehicle. For example, sensing system 23 may include a positioning system 231 (which may be a Global Positioning System, BeiDou Navigation Satellite System, or other positioning systems), an inertial measurement unit (IMU) 232, radar 233, lidar 234, a camera 235, a pressure sensor (not shown), a touch sensor (not shown), etc. Sensing system 23 may also include sensors that sense the internal environment of the vehicle (e.g., an in-vehicle air quality monitor, fuel gauge, oil temperature gauge, etc.). Sensor data from one or more of these sensors can be used to detect objects and their corresponding characteristics (position, shape, orientation, speed, etc.).

[0199] The positioning system 231 can be used to obtain the geographical location of the vehicle.

[0200] The IMU232 is used to sense changes in a vehicle's position and orientation based on inertial acceleration. In one embodiment, the IMU232 is a combination of an accelerometer and a gyroscope.

[0201] Radar 233 can use signals such as electromagnetic waves or sound waves to sense objects in the vehicle's surrounding environment and obtain relevant information about the objects. This relevant information may include one or more of the following: distance, angle, speed, direction of travel, reflectivity, color, texture, size, and orientation. LiDAR 234 can use light to sense objects in the vehicle's environment and obtain relevant information about them. Exemplarily, LiDAR 234 may include one or more laser sources, a laser scanner, and one or more detectors, as well as other system components (such as optical elements).

[0202] Camera 235 is used to collect image data, including images and videos. Camera 235 may include a monocular camera, a binocular camera, a time-of-flight (TOF) camera, a camera of a driver monitoring system (DMS), or a camera of a cockpit monitoring system (CMS). In this application, the first vehicle includes a camera 235 facing the cockpit, as shown in Figure 5. The camera 235 facing the cockpit can collect images inside the cockpit. Of course, the number and location of the cameras 235 can be set according to actual needs, such as near the A-pillar on the driver's side, near the A-pillar on the passenger side, on the headrest (or backrest) of the front seats, on the front of the cockpit roof, or integrated into the central control screen.

[0203] Peripheral device 24 provides a means of interaction with the user. Peripheral device 24 may include one or more of the following: communication system 241, screen (or display screen) 242, microphone 243 and / or speaker 244.

[0204] The communication system 241 can communicate with one or more devices directly or via a communication network, including wired and wireless communication.

[0205] Screen 242 can display information to the user. Screen 242 includes one or more of the following: physical screen (such as central control screen 2421), projection system, smart entity, or button panel. Projection system includes, for example, light field screen, head-up display (HUD), or other projection system. As shown in Figure 6, a central control screen 2421 can be installed on the vehicle's center console. The central control screen 2421 is used to display the vehicle's driving route, display configuration information of the vehicle's functions, or play audio and video, etc. In addition to the central control screen, other types of screens 242 are also installed in the vehicle, allowing passengers in the front passenger seat, rear seats, etc., to interact with the vehicle through the screen 242. Of course, the screen 242 (including central control screen 2421) here includes one or more of the following: physical screen, projection system, smart entity, or button panel. Projection system includes, for example, light field screen, head-up display (HUD), or other projection system. This application does not strictly limit the number and location of the screens 242 in the applicable scenario. Taking the application of this application in a vehicle as an example, the screens 242 can be located in front of the passenger seat, on the headrest (or backrest) of the front seat, on the armrest of the seat, on the door, or on the top of the cabin.

[0206] Microphone 243 can receive voice commands or other audio input from users inside the vehicle and can be considered a voice acquisition device. As shown in Figure 5, microphone 243 can be installed in the vehicle's steering wheel or integrated into the in-vehicle display device, etc. Microphone 243 can collect sounds inside the cabin, such as user voice commands. The speaker can play audio (including voice prompts, music, sound effects, etc.) to convey information to the user in the form of sound.

[0207] Speaker 244 can output audio to a user inside the vehicle. For example, speaker 244 can perform voice announcements and / or sound effects playback, such as indicating the current status of a controlled object and providing feedback on the execution of an operation. Alternatively, the speaker can play sound effects, such as conveying information by playing a "beep" sound at a specific frequency. In some embodiments, speaker 244 can also be a sound wave emitting device, for example, serving as the transmitter of an ultrasonic detection system (such as ultrasonic radar).

[0208] Motor 245 can generate vibration.

[0209] Power source 26 can provide power to various components of the vehicle. In one embodiment, power source 26 can be a rechargeable lithium-ion or lead-acid battery. One or more such battery packs can be configured to provide power to various components of the vehicle. In some embodiments, power source 26 and energy source 212 can be implemented together, as is the case in some fully electric vehicles.

[0210] Some or all of the functions of the first vehicle are controlled by a computing device 101. The computing device 101 may include at least one processor 1011, which executes instructions 1023 stored in a non-transitory computer-readable medium such as memory 1012. The computing device 101 may also be multiple computing devices controlling individual components or subsystems of the first vehicle in a distributed manner. Those skilled in the art will understand that there are many possible designs for the number, location, and integration of the processor, computer, or memory. For example, the memory may be a hard disk drive or other storage medium located in a casing different from that of a computer. Therefore, references to processors or computers will be understood to include references to a collection of processors or computers or memories that may or may not operate in parallel. Unlike using a single processor to perform the steps described herein, some components, such as steering and deceleration components, may each have their own processor, which performs calculations only related to the component's specific function.

[0211] In some schemes, the processor 1011 may be located at a position remote from the first vehicle and be able to transmit information with the first vehicle.

[0212] In some embodiments, memory 1012 may contain instructions 1023 (e.g., program logic) that can be executed by processor 1011 to perform various functions of the first vehicle, including those described above. Memory 1012 may also contain additional instructions, including instructions to send data to, receive data from, interact with, and / or control one or more of the mobility system 21, sensing system 23, control system 22, and peripheral devices 24. In addition to instructions 1023, memory 1012 may also store data such as road maps, route information, vehicle position, direction, speed, and other such vehicle data, as well as other information. This information may be used by the first vehicle and computing device 101 during operation of the vehicle in autonomous, semi-autonomous, and / or manual modes.

[0213] It should be understood that the connection relationship between the computing device 101 and the components inside the vehicle is not shown in the first vehicle shown in Figure 5. However, in specific implementations, the computing device 101 may be connected to one or more components inside the vehicle. The following describes a system applicable to this application, using the vehicle's cockpit as an example, with reference to Figure 6. Referring to Figure 6, the vehicle cockpit includes a computing device 101, a CMS, and a microphone 243. The computing device is a device with computing capabilities; for example, the computing device 101 may include multiple processors, such as an MCU and a SOC. The computing device is connected to the CMS, screen 242, and speaker 244, respectively. The microphone 243 can collect sound information (considered a voice acquisition device), receiving user-input voice information and providing it to the computing device 101. The CMS includes a camera, capable of acquiring image information and thus detecting user gestures (considered a gesture detection device), further obtaining gesture information and providing it to the computing device 101.

[0214] In some embodiments, the computing device 101 is also connected to one or more controllers, such as an air conditioning controller, a seat controller, an ambient lighting controller, or a vehicle body controller. These controllers can be used to adjust the controlled object; for example, the computing device can output instructions to the air conditioning controller to adjust the air conditioning temperature.

[0215] In some embodiments, the computing device 101 is also connected to one or more interactive devices (or output devices), such as screen 242, speaker 244, ambient lighting controller, etc., which can be used to provide feedback to the user. For example, Figure 6 also illustrates several types of screens, such as the central control screen 2421, the instrument panel screen, and the passenger screen. In specific implementations, the cockpit may include more or fewer types of screens, such as projection screens.

[0216] Optionally, one or more of the components in the first vehicle may be installed or associated separately from the first vehicle. For example, the memory 1012 may exist partially or completely separately from the first vehicle. The aforementioned components may be communicatively coupled together in a wired and / or wireless manner.

[0217] It should be understood that the functional block diagram shown in Figure 5 is only an example. In actual applications, components in the first vehicle can be added or removed according to actual needs. Figure 5 should not be construed as a limitation on the embodiments of this application. The aforementioned first vehicle may be a car, truck, motorcycle, bus, ship, airplane, helicopter, lawnmower, recreational vehicle, amusement park vehicle, construction equipment, tram, golf cart, train, or handcart, etc., and the embodiments of this application do not impose any special limitations.

[0218] The architecture of the first vehicle has been introduced above. The vehicle control method applicable to the first vehicle will be introduced below.

[0219] Please refer to Figure 7, which is a flowchart illustrating an interaction method provided in an embodiment of this application. Optionally, this method is applied to an interaction system, such as the vehicle control system shown in Figure 3. Exemplarily, this method can be executed by the first vehicle shown in Figure 5 or the computing device 101 in the first vehicle. For ease of description, the following description uses the first vehicle as the executing entity.

[0220] The vehicle control method shown in Figure 7 may include one or more steps from S701 to S702. It should be understood that, for ease of description, the method is described in the order of steps S701 to S702, but this embodiment does not limit the order of execution, the execution time, or the number of executions of the above one or more steps. Steps S701 to S702 are as follows:

[0221] Step S701: Obtain road information for the first road.

[0222] The first road mentioned above is the road that the first vehicle will travel on or is currently traveling on.

[0223] The first road includes the first curve, which is the section of the first road that the first vehicle will travel on or is currently traveling on but has not yet reached.

[0224] In one optional implementation, the road information includes road surface geometry information, curve radius, and other data. For example, the road surface geometry information includes road curvature, smoothness, pothole locations, and other road surface-related information.

[0225] In one optional implementation, the road information of the first road includes multiple curve radius information of the first curve. For example, the first curve includes multiple road segments, each corresponding one-to-one with multiple curve radius information, as illustrated in Figure 4. It should be understood that the curve radius information R1 and R2 corresponding to Figure 4 are merely examples and not limitations on the number and size of the curve radius information of the first curve. In practical applications, the number and size of the curve radius information of the first curve are not fixed, and this application does not impose any limitations on them.

[0226] In one implementation, obtaining road information of a first road includes generating road information of the first road. In this case, the method described in the embodiment of FIG7 can be used to generate road information including the first road. This method includes, but is not limited to, execution at a cloud server (e.g., a map server or map service provider server), components, chips, software modules, or hardware modules within the cloud server, or execution at a terminal-side device, component, chip, software module, or hardware module, wherein the terminal-side device includes, but is not limited to, a vehicle.

[0227] Furthermore, referring to Figure 8, which is a schematic diagram of transmitting road information of a first road according to an embodiment of this application, if a vehicle (including the first vehicle) performs the action of "generating road information of the first road", in Figure 8(a), the road information of the first road is transmitted to the cloud server after generation, and then transmitted to the first vehicle by the cloud server; in Figure 8(b), the second vehicle directly transmits the road information of the first road to the first vehicle after generating the road information of the first road. In this case, the action of "generating road information of the first road" is performed by the second vehicle, which is a vehicle with data acquisition function, communication function, and has already traveled on the first road.

[0228] If the cloud server performs the action of "generating road information of the first road", in Figure 8(a), the second vehicle collects relevant data of the first road while passing through the first road and sends the data to the cloud server. The cloud server then performs the action of generating road information of the first road and finally sends the road information of the first road to the first vehicle.

[0229] In another implementation, obtaining the road information of the first road includes receiving the road information of the first road. In this case, the method described in the embodiment of FIG7 can be used for the use or storage of road information of the first road. The method includes, but is not limited to, execution at a device, component, chip, software module, or hardware module on the network side or terminal side, wherein the terminal side device includes, but is not limited to, a vehicle.

[0230] In order to improve the frequency of road information updates, the road information is generated, sent or stored by social vehicles with data collection and communication functions. In one optional implementation, the road information of the first road is collected by a second vehicle or by the first vehicle.

[0231] Optionally, the second vehicle is the most recent vehicle that has traveled on the first road. For example, before the first vehicle, there are multiple vehicles that have traveled on the first road, and the second vehicle is the last of the multiple vehicles. Optionally, if the first vehicle is the most recent vehicle that has traveled on the first road, and the road information of the first road is collected / generated by the first vehicle, then the first vehicle that travels on the first road again can obtain the road information of the first road by retrieving the road information of the first road from the memory.

[0232] Optionally, the second vehicle is the first vehicle that traveled on the road after the first road changed. For example, after the road information of the first road changes due to factors such as road construction or maintenance, the second vehicle collects the changed road information of the first road. Optionally, if the first vehicle is the first vehicle that traveled on the road after the first road changed, and the road information of the first road is collected / generated by the first vehicle, then the first vehicle that travels on the first road again can obtain the road information of the first road by retrieving the road information of the first road from a memory.

[0233] Considering that the data collected by the vehicle (including the second vehicle / the first vehicle) through the external camera or radar is more accurate, it can capture the curve radius information corresponding to each segment of the first curve. This means that the vehicle can capture multiple curve radius information corresponding to the first curve, so that subsequent vehicles passing through the curve (such as the first vehicle) can combine the multiple curve radius information corresponding to the first curve to adjust the parameters of the suspension system.

[0234] To increase the accuracy of road information, in one optional implementation, the vehicle can generate map data based on multi-sensor fusion technology. This map data can be a RoadCode dataset, and the curve radius data in the RoadCode dataset can be uploaded to a cloud server. For example, the sensor modules in the vehicle (including radar, external cockpit cameras, and other sensors) will perform feature recognition / sensor fusion on the relevant data of the first road to obtain map data.

[0235] In this embodiment, road information is carried by map data. Specifically, obtaining the road information of the first road includes receiving first map data, which includes the road information of the first road. The first map data is collected by a second vehicle. It should be noted that the sender of the first map data can be the second vehicle or a cloud server, which will not be elaborated here.

[0236] Of course, in the cases mentioned above (the first vehicle is the first vehicle to travel on the road after the road has changed, or the first vehicle is the latest vehicle to have traveled on the road), the first map data is collected by the first vehicle.

[0237] The aforementioned receiving can refer to the process whereby the second vehicle directly sends the first map data to the first vehicle, and the first vehicle receives the first map data from the second vehicle; or it can refer to the process whereby the second vehicle uploads the first map data to a cloud server, and the cloud server forwards the first map data to the first vehicle.

[0238] To improve the timeliness of road information, the collected / generated road information is sent to other vehicles that meet the distance requirements. In one optional implementation, the distance between the second vehicle and the first vehicle is less than a first distance threshold. For example, the first distance threshold is 10km. After collecting the road information of the first road, the second vehicle sends the road information to a cloud server, which then sends the road information of the first road to other vehicles within 10km of the second vehicle, so that other vehicles can directly use it when passing through the first road.

[0239] In one optional implementation, the first vehicle is a vehicle equipped with data acquisition and communication functions. The first vehicle also includes the sensor module. During the operation of the first vehicle, second map data can be generated based on the data collected by the sensor module. The second map data includes road information of a second road traversed by the first vehicle; the second map data is then transmitted. Here, "second road" refers to a road that the first vehicle has already traveled or is currently traveling on. This road can be a first road that other vehicles will travel on; the term "first road" is used generically to refer to a road segment that other vehicles will travel on.

[0240] Furthermore, sending the second map data can be done by the first vehicle to a third vehicle, where the third vehicle is a vehicle that meets the second distance threshold requirement. This can be understood as referring to a vehicle relatively close to the first vehicle. After the first vehicle collects road information in real time, the data is sent directly from the first vehicle to the third vehicle. Therefore, in one implementation, the second distance threshold is less than the first distance threshold. In another implementation, where the first distance threshold equals the second distance threshold, sending the second map data can refer to the first vehicle sending the second map data to the cloud server, which then forwards it to the third vehicle.

[0241] Step S702: Based on the multiple curve radius information of the first curve, output the first indication information.

[0242] The first indication information is used to indicate the parameters for adjusting the suspension system.

[0243] In one alternative implementation, the lateral acceleration corresponding to each curve radius is determined based on multiple curve radius information of the first curve, and first indication information is output based on the lateral acceleration, wherein the lateral acceleration is the predicted lateral acceleration of the first vehicle when passing through the first curve.

[0244] For ease of understanding, please refer to Figure 9, which is a schematic diagram of a first curve provided in an embodiment of this application. In Figure 9, the first curve includes a first segment, a second segment, a third segment, and a fourth segment, wherein the first segment corresponds to the curve radius information R3, the second segment corresponds to the curve radius information R4, the third segment corresponds to the curve radius information R5, and the fourth segment corresponds to the curve radius information R6.

[0245] Furthermore, the formula for calculating lateral acceleration Af is as follows: Af = V 2 / R

[0246] Where V is the vehicle speed and R is the turning radius.

[0247] In the embodiments of this application, under ideal conditions, the lateral acceleration is calculated using the curve radius as the turning radius.

[0248] In summary, under constant vehicle speed, the lateral acceleration of the first vehicle when passing through the first, second, third, and fourth sections of the first curve is related to the curve radius information. This means that if the curve radius information R3 corresponding to the first section, R4 corresponding to the second section, R5 corresponding to the third section, and R6 corresponding to the fourth section are different, the lateral acceleration of the first vehicle when passing through the first, second, third, and fourth sections of the first curve may also be different.

[0249] As we all know, lateral acceleration refers to the lateral acceleration generated by a vehicle when turning due to centrifugal force. Its magnitude directly affects the vehicle's stability and ride comfort. Therefore, the degree of adjustment of the suspension system parameters should also differ when the vehicle is driving on different road sections.

[0250] When a vehicle is cornering, the degree of adjustment of the suspension system is related not only to the radii of multiple first curves, but also to other information, such as the distribution of occupant positions within the vehicle. In one optional implementation, first indication information is output based on the multiple curve radius information of the first curves. Alternatively, the first indication information can be output based on a first position point and the multiple curve radius information of the first curves. In one implementation, the first position point is related to the seating position of the occupants within the first vehicle.

[0251] This is mainly due to two factors, as follows:

[0252] Firstly, the comfort of passengers inside the vehicle when cornering is taken into consideration.

[0253] Generally, lateral acceleration calculations for vehicles use the vehicle's center of gravity as a reference point to determine the time it enters and exits a curve, and to adjust suspension system parameters. However, using the center of gravity as a reference point means that the actual positions of the occupants in each seat are some distance away from that point. Therefore, suspension system parameters adjusted based on the center of gravity are not applicable to the occupants in each seat, and thus cannot guarantee the occupants' experience when the vehicle is cornering.

[0254] For example, if the center of gravity is used as a reference to determine the time when the vehicle enters the curve, then in a real scenario, when the vehicle's center of gravity enters the curve, the occupants in the front seats have already entered the curve, while the occupants in the rear seats have not yet entered the curve. At this moment, the adjustment of the suspension system is obviously not applicable to the occupants in the front and rear seats, and may even have the opposite effect.

[0255] Therefore, in this embodiment, by combining the first position point with multiple curve radius information, the first lateral acceleration of the first vehicle when passing through the first curve is determined, and then the first indication information is output based on the first lateral acceleration to ensure the comfort of the occupants when the vehicle is cornering. Optionally, the first lateral acceleration includes multiple values, and as shown in Figure 9, the first lateral acceleration is different for different road sections.

[0256] Secondly, the magnitude of lateral acceleration is affected by the vehicle's mass distribution.

[0257] The main consideration is the impact of the occupant's positional distribution on the vehicle's mass distribution, which makes the calculated lateral acceleration of the vehicle more accurate.

[0258] Considering that the positions of passengers in a vehicle can vary, the first position point can be the center point of the passenger's position. For example, the first position point can be the center point of the front seat or the center point of the rear seat. For details, please refer to Figures 10 and 11. Figure 10 is a schematic diagram of a first position point provided by an embodiment of this application, and Figure 11 is a schematic diagram of another first position point provided by an embodiment of this application.

[0259] In Figure 10, all front seats in the vehicle are occupied. The corresponding first position point can be the center point of the front seats. Accordingly, this point is used as the reference for determining the time when the vehicle enters the curve, the time when it exits the curve, and adjusting the suspension system parameters to match the position distribution of the occupants and ensure the comfort of the occupants when the vehicle is cornering.

[0260] In Figure 11, the driver is seated in the driver's seat. Therefore, the corresponding first position point could be the center point of the front seat. However, considering that the lateral coordinate of the first position point affects the calculation of the curve radius, the first position point could be the center point of the driver's position in the driver's seat. For example, if the lateral acceleration R in the calculation is the sum of the curve radius and the distance between the occupant and the edge of the curve, then the lateral coordinate of the first position point actually affects the R in the lateral acceleration calculation. In this case, the first position point could be the center point of the driver's position in the driver's seat.

[0261] Furthermore, if the positions of the occupants inside the vehicle are irregularly distributed, as shown in Figure 12, with one occupant in the back seat and two occupants in the front seat, then the first position point is the center point of the actual positions of the three occupants.

[0262] In this embodiment, a first indication is output based on the first lateral acceleration corresponding to the first position point and multiple curve radius information.

[0263] In one alternative implementation, the first location point is determined based on input information, which includes location point indication information input by the user and / or occupant distribution information, the occupant distribution information being used to indicate the seating positions of the occupants in the cabin of the first vehicle.

[0264] Optionally, the input information is used to indicate information entered by the user through interactive operation. For example, the information entered by the user through interactive operation may specifically be location point indication information, which includes a comfort priority indication for the first seat, and the comfort priority indication is used to indicate that the location of the first seat is the first location point.

[0265] Optionally, the first seat is the seat selected by the user. For example, if the rear passenger in the first vehicle (the passenger sitting in the first seat) is a passenger who requires special attention, such as a pregnant woman or a child, then the comfort priority instruction indicates that the position of the passenger sitting in the first seat is the first position point, and then the relevant operation of adjusting the parameters of the suspension system is determined based on the first position point.

[0266] For example, the operations related to adjusting the parameters of the suspension system include determining the parameter type, parameter value, adjustment start time, and duration. The parameter type may include suspension damping, suspension stiffness, and suspension height; the parameter value characterizes the magnitude of the adjusted suspension system parameter; and the adjustment start time characterizes the starting time point for applying the adjusted suspension system parameters. Optionally, the adjustment start time point is before the first position point enters the first curve or before entering the first curve.

[0267] Furthermore, the location indication information can be entered by the user in advance, for example, after the vehicle is started or after the vehicle leaves the factory; or it can be entered by the user before the first curve is reached while the first vehicle is traveling on the first road.

[0268] Considering that rear-seat occupants are generally important occupants, in one optional implementation, the user is asked whether they are concerned about rear-seat comfort through interactive operation. Specifically, it is determined that there are occupants in the rear seats of the first vehicle; a first prompt message is output, which is used to ask the user whether to activate the rear-seat comfort priority mode. The rear-seat comfort priority mode is a mode that calculates lateral acceleration using the position of the rear seat as the first position point.

[0269] Optionally, the presence of occupants in the rear seats of the first vehicle can be determined by sensors related to the seats inside the vehicle, or by using an in-vehicle camera. This application does not limit the determination of whether or not occupants are in the rear seats of the first vehicle.

[0270] Optionally, the rear seat comfort priority mode is a mode that calculates lateral acceleration using the position of the rear seat as the first position point. Specifically, the position of the rear seat can be the position of the rear passenger, the center point of the rear passenger's position, or the center point of the rear seat. This application does not limit this.

[0271] In one alternative implementation, the first vehicle can trigger a first prompt message via voice, light, electricity, vibration, or a display screen. For example, the first vehicle may include a control output module such as a display processor, audio processor, or vibration processor (or the first vehicle may be connected to a control output module), and the first vehicle can output the first prompt message to the user through these modules. Taking a display processor as an example, the first prompt message can trigger the display processor to present a reminder signal, for instance, the head-up display (HUD) in the first vehicle can output the first prompt message, which is used to remind the driver whether to activate the rear seat comfort priority mode.

[0272] In one optional implementation, the user may input a response indicating a refusal to activate the rear seat comfort mode, and correspondingly, the system receives a response indicating a refusal to activate the rear seat comfort priority mode. It should be noted that a query duration is set; if the user does not input a response indicating activation of the rear seat comfort mode after the query duration has expired, it is considered that the user has inputted a refusal to activate the rear seat comfort mode.

[0273] Furthermore, upon receiving a response from the user refusing to activate the rear seat comfort priority mode, the seating positions of all occupants in the first vehicle are taken as the first position points, or the center of gravity of the first vehicle is determined as the first position point within the first vehicle.

[0274] To expand the usage scenarios and flexibility of the first location point, in addition to the user actively selecting the first seat as the first location point, or the user determining the location of the rear seat as the first location point through interactive operation, the user can adaptively select any point in the vehicle as the first location point. In one optional implementation, a location point arrangement interface of the first vehicle is presented; location point indication information is received, which is used to indicate the first location point selected by the user in the location point arrangement interface.

[0275] In this embodiment, the first vehicle can display a location point arrangement interface through components with display functions such as a display screen or HUD. See Figure 13 for details. Figure 13 is a schematic diagram of a location point arrangement interface provided in this embodiment. In Figure 13, the location point arrangement interface is displayed on the in-vehicle infotainment display. The user can manually select any point as the first location point on this interface. After receiving the location point indication information input by the user, the first vehicle uses the location point indicated by the indication information as the first location point.

[0276] To reduce unnecessary suspension adjustments, in one optional implementation, a lateral acceleration threshold is set. The lateral acceleration threshold can be an observed value or a target value.

[0277] For example, if the lateral acceleration threshold is an observed value, the lateral acceleration threshold is used as a limit value. That is, the lateral acceleration (such as the first lateral acceleration) obtained in the aforementioned embodiment is compared with the lateral acceleration threshold. If the lateral acceleration exceeds the lateral acceleration threshold, it is considered that the lateral acceleration may affect the riding experience of the occupants and the vehicle stability when the vehicle is cornering, and thus the first indication information is output.

[0278] For example, if the lateral acceleration threshold is a target value, this lateral acceleration threshold is taken as the expected result, and the suspension system is adjusted to control the lateral acceleration to approach the lateral acceleration threshold.

[0279] In this embodiment, the first vehicle may obtain a lateral acceleration threshold while outputting the first indication information based on the first lateral acceleration; and output the first indication information based on the lateral acceleration (such as the first lateral acceleration) and the lateral acceleration threshold.

[0280] Considering that different passengers may experience different sensations when the vehicle is cornering—for example, people prone to motion sickness may experience a noticeable lateral tilt, the experience for the elderly may differ from that of younger people, and the experience for front and rear passengers may also differ—the ride experience can be measured using the motion sickness threshold used to calculate whether a person is prone to motion sickness. Therefore, in one optional implementation, the lateral acceleration threshold is predefined; for example, it can be input by the user or preset at the factory.

[0281] Optionally, the lateral acceleration threshold is related to at least one or more of the following: the location of the first position point, the driver information of the first vehicle, or the occupant information of the first vehicle. For example, different seats may correspond to different lateral acceleration thresholds, and a user memory mode may also be introduced, so the lateral acceleration thresholds corresponding to the logged-in user or identified occupant of the first vehicle's infotainment system may be different.

[0282] In an alternative implementation, if the lateral acceleration threshold is determined based on user input, the method further includes receiving lateral acceleration threshold indication information input by the user, the lateral acceleration threshold indication information being used to indicate whether to adjust or not adjust the lateral acceleration threshold; when the lateral acceleration threshold indication information is used to indicate adjustment of the lateral acceleration threshold, the lateral acceleration threshold indication information includes the lateral acceleration threshold desired by the user.

[0283] Furthermore, the first vehicle can output a second prompt message through interactive operations such as inquiry. The second prompt message is used to ask the user whether to adjust the lateral acceleration threshold, so that the user can input the lateral acceleration threshold indication information.

[0284] In one alternative implementation, the first vehicle can trigger a second prompt message via voice, light, electricity, vibration, or a display screen. For example, the first vehicle may include a control output module such as a display processor, audio processor, or vibration processor (or the first vehicle may be connected to a control output module), and the first vehicle can output the second prompt message to the user through these modules. Taking a display processor as an example, the second prompt message can trigger the display processor to present a reminder signal, for instance, the head-up display (HUD) system in the first vehicle can output the second prompt message, which is used to ask the user whether to adjust the lateral acceleration threshold.

[0285] To achieve precise control of vehicle body roll during cornering, a first indication is output before the first vehicle passes through the first curve, implementing a feedforward suspension control algorithm. See Figure 14 for details; Figure 14 is a schematic diagram of a suspension control algorithm provided in this embodiment. As shown in Figure 14, the suspension control algorithm can be divided into feedforward control and feedback control. Feedforward control is used to indicate that the suspension system parameters are adjusted in advance before the vehicle passes through the curve, enabling the vehicle to corner smoothly and avoiding poor passenger experience due to post-roll adjustment. Specifically, by outputting the first indication before the first vehicle passes through the first curve, the parameters of the suspension system are adjusted. This adjustment can be made to one or more of the damping valve, height valve, and stiffness valve in the suspension system. The parameters of the suspension system include one or more of suspension height, suspension stiffness, or suspension damping, thus achieving feedforward control.

[0286] Considering that the parameter adjustments of the suspension system may not be performed simultaneously but in stages, in an optional implementation, different suspension system parameters correspond to different indication information. For example, the output first indication information includes at least one of the following:

[0287] Output suspension height adjustment indication information;

[0288] Output suspension stiffness adjustment indication information;

[0289] Output suspension damping adjustment indication information.

[0290] Understandably, the suspension height adjustment indicator is used to indicate the adjustment of the suspension system's height valve, the suspension stiffness adjustment indicator is used to indicate the adjustment of the suspension system's stiffness valve, and the suspension damping adjustment indicator is used to indicate the adjustment of the suspension system's damping valve.

[0291] In one optional embodiment, the output times of the suspension height adjustment indication information, the suspension stiffness adjustment indication information, and the suspension damping adjustment indication information are different. For example, the suspension stiffness adjustment indication information is output 200ms before the first vehicle enters the first curve, the suspension damping adjustment indication information is output 70ms before the first vehicle enters the first curve, and the suspension height adjustment indication information is output 3s before the first vehicle enters the first curve. Generally, the larger the curve radius and the higher the vehicle speed, the lower the suspension height adjustment range. The specific lead time can be set according to the specific vehicle model, and this application does not limit it.

[0292] Therefore, before a vehicle approaches a curve, its suspension height can be lowered, and the time taken to lower the suspension can equal the time it takes to exit the curve. It's important to note that the suspension height can be adjusted based on the curve's curvature and the vehicle's speed while approaching a curve. Specifically, the greater the curve's curvature and the higher the vehicle's speed, the more the suspension height should be lowered. This lowers the vehicle's overall center of gravity, ensuring greater stability and reducing body roll during cornering.

[0293] In this embodiment, the stiffness of the vehicle suspension can be increased before the vehicle reaches the curve. The larger the curve radius and the higher the vehicle speed, the greater the range of stiffness adjustment of the vehicle suspension.

[0294] It should be noted that the stiffness and height of a vehicle suspension can be set according to the vehicle speed and the cornering radius, meaning there can be a mapping relationship between them. Therefore, after determining the vehicle speed and the cornering radius, the height and stiffness of the vehicle suspension can be obtained by looking up tables or other methods, and then the damping of the vehicle suspension can be controlled using these height and stiffness values.

[0295] Furthermore, based on the multiple curve radius information of the first curve shown in Figure 9, it can be seen that the adjustment parameters of the suspension system may be different for different road sections during the vehicle's passage through the first curve. Taking the first, second, third, and fourth road sections in Figure 9 as examples, when the vehicle passes through the first road section of the first curve, the suspension system adjustment parameters are determined based on the curve radius information R3 corresponding to the first road section. When the vehicle passes through the second road section of the first curve, the suspension system adjustment parameters are re-determined based on the curve radius information R4 corresponding to the first road section. When the vehicle passes through the third road section of the first curve, the suspension system adjustment parameters are re-determined based on the curve radius information R5 corresponding to the first road section. When the vehicle passes through the fourth road section of the first curve, the suspension system adjustment parameters are re-determined based on the curve radius information R6 corresponding to the first road section.

[0296] The above mainly describes the content related to feedforward control; the following describes the content related to feedback control.

[0297] Considering that the advance adjustment of the suspension system is based on methods such as anticipation and prediction, which may lead to errors in actual application, feedback control is implemented. A bump index is set to measure the bumpiness experienced by the first vehicle as it passes through the first curve. The bump index is positively correlated with the vertical acceleration of the first vehicle, which also represents the degree of body roll and user experience during cornering. The higher the bump index, the greater the body roll of the first vehicle, and the worse the user experience.

[0298] Specifically, during the first vehicle's journey through the first curve, the bump index of the first vehicle is acquired. Based on the bump index, second indication information is output. This second indication information is used to instruct adjustments to the parameters of the first vehicle's suspension system, thereby achieving real-time feedback control during cornering and ensuring that the bump index of the first vehicle meets the requirements.

[0299] Furthermore, as shown in Figure 14, the algorithm also sets a bump index threshold and outputs second indication information based on the bump index of the first vehicle and the bump index threshold.

[0300] The turbulence index threshold can be either an observed value or a target value.

[0301] For example, if the bump index threshold is an observed value, the bump index threshold is used as a limit value, that is, the bump index is compared with the bump index threshold. If the bump index exceeds the bump index threshold, it is considered that the body roll of the first vehicle is high when passing through the first curve, and the passenger's riding experience is poor. Then, the second instruction information is output to readjust the parameters of the suspension system.

[0302] For example, if the bump index threshold is the target value, the bump index threshold is taken as the expected result, and the parameters of the suspension system are adjusted to control the bump index of the first vehicle when passing through the first curve to approach the bump index threshold.

[0303] Optionally, the bump index is also related to vehicle height, wheel acceleration, vehicle acceleration, and roll angle. For example, the bump index is related to the motion information of the first vehicle, which includes one or more of the following: data collected by the vehicle's acceleration sensor, seat pressure, data collected by the speed sensor, pedal signal, steering wheel angle, and angular velocity. Optionally, the data collected by the acceleration sensor may include acceleration signals from the air suspension system or acceleration signals from electronic stability control (ESC). This application does not impose any limitations on this.

[0304] Optionally, the first indication information / second indication information may further include information such as the adjustment start time point and duration of the suspension system adjustment. The adjustment start time point is used to characterize the starting time point of applying the adjusted suspension system parameters. Optionally, the adjustment start time point is before the first position point enters the first curve or before entering the first curve.

[0305] Optionally, the first indication information / second indication information may also include the adjustment end time of the suspension system.

[0306] Optionally, after the first vehicle passes through the first curve, it outputs a third instruction message, which is used to indicate that the parameters of the suspension system should be adjusted.

[0307] Furthermore, taking the first curve shown in Figure 9 as an example, after the first vehicle passes through the first segment of the first curve, it outputs the third instruction information. After passing through the second segment of the first curve, it outputs the third instruction information again, and so on. It can be understood that after the first vehicle passes through the first segment of the first curve, before reaching the second segment, it outputs the first instruction information corresponding to the second segment. The other segments are similar, and will not be elaborated further.

[0308] In an optional implementation, before outputting the first indication information based on multiple curve radius information of the first curve, the method may further include: receiving a pre-adjustment indication input by a user, the pre-adjustment indication being used to indicate the activation of a suspension pre-adjustment mode, the suspension pre-adjustment mode being used to indicate the adjustment of parameters of the suspension system based on lateral acceleration at a specified location point. This pre-adjustment indication may be input by the user in advance, or it may be input by the user through interactive operation after the first vehicle has traveled onto the first road.

[0309] Accordingly, the specific implementation also includes: the first vehicle outputting a third prompt message, which is used to ask the user whether to activate the suspension pre-adjustment mode.

[0310] In one alternative implementation, the first vehicle can trigger a third prompt message via voice, light, electricity, vibration, or a display screen. For example, the first vehicle may include a control output module such as a display processor, audio processor, or vibration processor (or the first vehicle may be connected to a control output module), and the first vehicle can output the third prompt message to the user through these modules. Taking a display processor as an example, the third prompt message can trigger the display processor to present a reminder signal, for instance, the head-up display (HUD) system in the first vehicle can output the third prompt message, which is used to ask the user whether to activate the suspension pre-adjustment mode.

[0311] Furthermore, to ensure a consistent user experience, a third prompt message is output when the first vehicle enters the first road, and the first road is one that the first vehicle has previously traveled, and when the first vehicle activated the suspension pre-adjustment mode when it previously passed through the first road. Even further, the first vehicle also includes an intelligent driving system, which can output the third prompt message regardless of whether the intelligent driving system is activated.

[0312] In summary, the embodiments of this application can accurately predict the lateral acceleration of a vehicle when it passes through a curve based on multiple radius information of the curve, and output corresponding indication information accordingly. This not only helps the driver understand the vehicle's dynamics in advance and make corresponding driving preparations, but also effectively avoids safety accidents caused by vehicle instability. Furthermore, by receiving and analyzing user-input location indication information, occupant position distribution information, etc., the system can automatically and accurately identify the specific needs of the user or occupants, and then make personalized vehicle settings. At the same time, by utilizing an intelligent driving system (where applicable) and intelligent algorithms, the system can autonomously judge and adjust vehicle parameters, achieving a high degree of intelligence and automation. Furthermore, by personalized real-time adjustment of multiple parameters of the suspension system, the vehicle's stability when cornering is ensured.

[0313] The foregoing has described the application scenarios and methods provided by the embodiments of this application. The apparatus of the embodiments of this application is provided below. It is understood that the various apparatuses provided in the embodiments of this application, such as vehicle control devices, computing devices, chips, etc., include hardware structures, software units, or combinations of hardware and software structures to perform the functions described in the above method embodiments. Those skilled in the art should readily recognize that the apparatus and modules within it can be implemented in hardware or a combination of hardware and computer software in conjunction with the various functions described in the embodiments disclosed herein. Whether a function is executed by hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different apparatus implementation methods to implement the aforementioned method embodiments in different application scenarios, and different implementation methods of the apparatus should not be considered beyond the scope of the embodiments of this application.

[0314] Several possible devices are listed below.

[0315] Please refer to Figure 15, which is a schematic diagram of a vehicle control device provided in an embodiment of this application. The vehicle control device 150 may include a processing module 1501 and a communication module 1502. The vehicle control device 150 may be an independent device, such as the computing device 101 shown in Figure 5 or the first vehicle shown in Figure 5. Alternatively, the vehicle control device 150 may also be a software module and / or hardware module in an independent device, such as a chip in the computing device 101.

[0316] The vehicle control device 150 is used to implement the aforementioned interaction method, such as the interaction method in the embodiment shown in FIG7. The processing module is used to implement one or more of the aforementioned data processing, instruction execution, and other related operations such as determining, adjusting, generating, deciding, and judging; the communication module is used to implement one or more of the aforementioned operations such as acquiring and receiving. Optionally, the vehicle control device further includes a feedback module 1503, which is used to provide feedback information to the user, such as outputting prompts.

[0317] The vehicle control device 150 can realize corresponding functions based on the methods and system-related content described above. For specific operation, please refer to the description in the embodiment shown in Figure 7. This application will not elaborate further on this.

[0318] Referring to Figure 16, which is a schematic diagram of the structure of a computing device provided in an embodiment of this application, the computing device 101 is a device with computing capabilities. This device can be a physical device, such as a controller, processor, server (e.g., rack server), host, etc., or it can be a virtual device, such as a virtual machine, container, etc. Optionally, the computing device 101 can be included in a vehicle, as shown in Figure 5, where the computing device 101 is included within a first vehicle. Optionally, the computing device 101 is the aforementioned vehicle control device.

[0319] As shown in Figure 16, the computing device 101 includes a processor 1011 and a memory 1012. Optionally, the computing device 101 may also include one or more of a bus 1015, a communication interface 1014, etc. For example, the processor 1011 and the memory 1012 communicate via the bus 1015. It should be understood that this application does not limit the number of processors and memories in the computing device 101.

[0320] The memory 1012 provides storage space, which may optionally store application data, user data, operating system, and computer programs (including the aforementioned instructions 1023). The memory 1012 may include volatile memory, such as random access memory (RAM). The memory 1012 may also include non-volatile memory, such as read-only memory (ROM), flash memory, hard disk drive (HDD), or solid-state drive (SSD).

[0321] Processor 1011 is a module that performs computations and may include any one or more of the following: controller (e.g., memory controller), central processing unit (CPU), graphics processing unit (GPU), microprocessor (MP), digital signal processor (DSP), coprocessor (to assist the central processing unit in performing corresponding processing and applications), application-specific integrated circuit (ASIC), microcontroller unit (MCU), virtual machine, container, etc.

[0322] The communication interface 1014 is used to provide information input or output to at least one processor, such as an in-line interface, an out-line interface, etc.

[0323] And / or, the communication interface 1014 can be used to receive data transmitted externally and / or transmit data externally. The communication interface 1014 can be a wired link interface, such as an Ethernet cable, or a wireless link interface (Wi-Fi, Bluetooth, general wireless transmission, and other wireless communication technologies, etc.). Optionally, the communication interface 1014 may also include a transmitter (such as a radio frequency transmitter, antenna, etc.) or a receiver coupled to the interface.

[0324] Bus 1015 can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, only one line is used in Figure 16, but this does not imply that there is only one bus or one type of bus. Bus 1015 can include pathways for transmitting information between various components of computing device 101 (e.g., memory 1012, processor 1011, communication interface 1014).

[0325] In one possible implementation, memory 1012 stores executable instructions, and processor 1011 executes these executable instructions to implement the aforementioned interaction method, such as the interaction method in the embodiment shown in FIG7.

[0326] This application also provides a chip, including a processor and a communication interface. The communication interface is used for outputting and / or outputting data (including instructions), and / or for receiving and / or sending data. When the processor executes program instructions in memory, the aforementioned interaction method, such as the interaction method in the embodiment shown in FIG7, is used.

[0327] As one possible example, the communication interface is used to input voice and gesture information, and the processor is used to determine the controlled object based on the voice information and adjust the state of the controlled object based on the gesture information. Optionally, the communication interface is also used to output at least some information related to various prompts.

[0328] This application provides a computer-readable storage medium storing instructions that, when executed by at least one processor, implement the aforementioned interaction method, such as the interaction method in the embodiment shown in FIG7.

[0329] The computer-readable storage medium can be any available medium that a computing device can store, or a data storage device such as a data center that contains one or more available media. Computer-readable storage media can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives).

[0330] This application provides a computer program product including computer instructions that, when executed on at least one processor, implement the aforementioned interaction method, such as the interaction method in the embodiment shown in FIG7.

[0331] Optionally, the computer program product can be a software installation package or an image package. If the aforementioned method is required, the computer program product can be downloaded and executed on a computing device.

[0332] This application provides a vehicle that includes the aforementioned vehicle control device 150, or includes the aforementioned computing device 101, or includes the aforementioned chip, or includes the aforementioned computer storage medium, or deploys the aforementioned computer program product.

[0333] For example, the architecture of the vehicle can be shown in Figure 5.

[0334] In this application, the terms "exemplarily" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplarily" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of the terms "exemplarily" or "for example" is intended to present the relevant concepts in a specific manner.

[0335] In this application, "at least one" in the embodiments refers to one or more items, and "more than one" refers to two or more items. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or multiple items. For example, at least one of a, b, or c can represent: a, b, c, (a and b), (a and c), (b and c), or (a and b and c), where a, b, and c can be single or multiple. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship.

[0336] Furthermore, unless otherwise stated, the use of ordinal numbers such as "first" and "second" in the embodiments of this application is for distinguishing multiple objects and is not for limiting the order, sequence, priority or importance of multiple objects.

Claims

1. A vehicle control method, characterized in that, The method is applied to a first vehicle, the first vehicle including a suspension system, the method comprising: Obtain road information for a first road, the first road including a first curve, the road information including multiple curve radius information of the first curve; Based on multiple curve radius information of the first curve, a first indication is output, which is used to indicate the adjustment of the parameters of the suspension system.

2. The method according to claim 1, characterized in that, The method further includes: Obtain the bump index of the first vehicle, which is positively correlated with the vertical acceleration of the first vehicle; Based on the bump index of the first vehicle, a second indication is output, which is used to indicate the parameters for adjusting the suspension system of the first vehicle.

3. The method according to claim 1 or 2, characterized in that, The road information of the first road is collected by the second vehicle or by the first vehicle.

4. The method according to claim 3, characterized in that, The road information of the first road is collected by the second vehicle. The process of obtaining the road information of the first road includes: Receive first map data, which includes road information of the first road.

5. The method according to claim 4, characterized in that, The distance between the second vehicle and the first vehicle is less than the first distance threshold.

6. The method according to any one of claims 1-5, characterized in that, The first vehicle also includes the sensor module, and the method further includes: Based on the data collected by the sensor module, a second map data is generated, which includes road information of the second road traversed by the first vehicle. Send the second map data.

7. The method according to claim 6, characterized in that, Sending the second map data includes: The second map data is sent to a third vehicle, where the distance between the third vehicle and the first vehicle is less than a second distance threshold.

8. The method according to any one of claims 1-7, characterized in that, Based on the multiple curve radius information of the first curve, the first indication information is output, including: Based on the input information, a first location point inside the first vehicle is determined. The input information includes location point indication information input by the user and / or occupant distribution information. The occupant distribution information is used to indicate the seating position of the occupants in the cabin of the first vehicle. Based on the first location point and multiple curve radius information of the first curve, the first indication information is output.

9. The method according to claim 8, characterized in that, The input information includes location point indication information input by the user, and the method further includes: The system receives location point indication information input by the user, which includes a comfort priority indication for the first seat, indicating that the location of the first seat is the first location point.

10. The method according to claim 9, characterized in that, The method further includes: It is determined that there are passengers in the rear seats of the first vehicle; Output a first prompt message, which asks the user whether to enable the rear seat comfort priority mode. The rear seat comfort priority mode is a mode that calculates lateral acceleration using the position of the rear seat as the first position point.

11. The method according to claim 10, characterized in that, The method further includes: Receive user input indicating that they refuse to activate the rear seat comfort priority mode; The step of determining the first location point inside the first vehicle based on the input information includes: Based on the response information, the center of mass of the first vehicle is determined as the first position point within the first vehicle.

12. The method according to claim 8, characterized in that, The input information includes location point indication information input by the user, and the method further includes: Presents the location arrangement interface for the first vehicle; Receive location point indication information, which is used to indicate the first location point selected by the user on the location point arrangement interface.

13. The method according to claim 8, characterized in that, The input information includes the occupant location distribution information, and the first location point includes the center point of the occupant's seating position in the first vehicle cabin.

14. The method according to any one of claims 1-13, characterized in that, Based on the multiple curve radius information of the first curve, the first indication information is output, including: Based on multiple curve radius information of the first curve and a first position point inside the first vehicle, multiple first lateral accelerations corresponding to the multiple curve radius information are determined. The first lateral acceleration is the predicted lateral acceleration of the first vehicle at the first position point when passing through the first curve. Based on the first lateral acceleration, the first indication information is output.

15. The method according to claim 14, characterized in that, The step of outputting the first indication information based on the first lateral acceleration includes: Obtain the lateral acceleration threshold; Based on the first lateral acceleration and the lateral acceleration threshold, the first indication information is output.

16. The method according to claim 15, characterized in that, The lateral acceleration threshold is predefined and is related to at least one or more of the following: the location of the first position point, the driver information of the first vehicle, or the occupant information of the first vehicle.

17. The method according to claim 15 or 16, characterized in that, The acquisition of the lateral acceleration threshold includes: The system receives lateral acceleration threshold indication information input by the user, which indicates whether to adjust or not adjust the lateral acceleration threshold. When the lateral acceleration threshold indication information indicates adjustment of the lateral acceleration threshold, the lateral acceleration threshold indication information includes the lateral acceleration threshold desired by the user.

18. The method according to claim 17, characterized in that, The method further includes: Output a second prompt message, which asks the user whether to adjust the lateral acceleration threshold.

19. The method according to any one of claims 1-18, characterized in that, Based on the multiple curve radius information of the first curve, the first indication information is output, including: Before the first vehicle passes through the first curve, the first indication information is output based on multiple curve radius information of the first curve.

20. The method according to any one of claims 1-19, characterized in that, Before outputting the first indication information based on the multiple curve radius information of the first curve, the method further includes: The system receives a pre-adjustment instruction from the user, which indicates that the suspension pre-adjustment mode is activated. The suspension pre-adjustment mode is used to adjust the parameters of the suspension system based on the lateral acceleration at a specified location point.

21. The method according to claim 20, characterized in that, The method further includes: A third prompt message is output, which is used to ask the user whether to activate the suspension pre-adjustment mode.

22. The method according to any one of claims 1-21, characterized in that, The parameters of the suspension system include one or more of the following: suspension height, suspension stiffness, or suspension damping.

23. The method according to any one of claims 1-22, characterized in that, The output of the first indication information includes at least one of the following: Output suspension height adjustment indication information; Output suspension stiffness adjustment indication information; Output suspension damping adjustment indication information.

24. The method according to claim 23, characterized in that, The output times of the various items in the suspension height adjustment indication information, the suspension stiffness adjustment indication information, and the suspension damping adjustment indication information are different.

25. A vehicle control device, characterized in that, include: A communication module is used to acquire road information of a first road, the first road including a first curve, and the road information including multiple curve radius information of the first curve; The processing module is used to output first indication information based on multiple curve radius information of the first curve, and the first indication information is used to indicate the adjustment of parameters of the suspension system.

26. A vehicle control device, characterized in that, include: At least one processor; And at least one memory connected to the processor and storing program instructions that, when executed by the at least one processor, cause the at least one processor to perform a steering control method according to any one of claims 1 to 24.

27. A vehicle, characterized in that, This includes a suspension system, and a vehicle control device as described in claim 25, or an electronic device as described in claim 26.

28. A chip, characterized in that, The chip includes a processor and a data interface, wherein the processor reads instructions stored in a memory through the data interface to execute the method as described in any one of claims 1 to 24.

29. A computer-readable storage medium having program instructions stored thereon, characterized in that, When the program instructions are executed by a computer, the computer performs a steering control method according to any one of claims 1 to 24.

30. A computer program product, characterized in that, The computer program product stores instructions that, when executed by a computer, cause the computer to perform the method described in any one of claims 1 to 24.

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