Vehicle control method and apparatus, device, and storage medium

Abstract

Disclosed in the present invention are a vehicle control method and apparatus, a device, and a storage medium, used for improving the stability and comfort of a vehicle during travel on a slope. The method in the present application comprises: acquiring vehicle information of a vehicle; on the basis of the vehicle information, obtaining a slope value of a road surface where the vehicle is currently located; and adjusting the vehicle on the basis of a target stiffness value, a target damping value and a target suspension height difference of the vehicle corresponding to a preset slope grade interval. In the embodiments of the present application, the target stiffness value, the target damping value and a target suspension height of the vehicle are determined on the basis of the current slope value of the vehicle, so that the determined target stiffness value, target damping value and target suspension height better conform to the current traveling state of the vehicle, and the parameters of the vehicle are adjusted on the basis of the target stiffness value, the target damping value and the target suspension height, so that the stability of the vehicle during travel on a slope is optimized, thereby ensuring the comfort of a user during travel.

Description

A vehicle control method, apparatus, device, and storage medium Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle control method, device, equipment, and storage medium. Background Technology

[0002] With the rapid development of technology, both passengers and drivers have increasingly higher demands for vehicle handling, comfort, and intelligence. Furthermore, with urban expansion and road development, vehicles face more varied and complex hilly road conditions. Many vehicles are equipped with hill start assist and hill start prevention features, but longitudinal hill control has not yet been widely applied to suspension systems. When a vehicle is driving on a slope, load transfer can affect the overall stability and comfort of the vehicle to some extent. Summary of the Invention

[0003] The purpose of this invention is to provide a vehicle control method, apparatus, device, and storage medium to solve the technical problems in the prior art.

[0004] In a first aspect, embodiments of this application provide a vehicle control method, the method comprising: collecting vehicle information; obtaining the slope value of the road surface where the vehicle is currently located based on the vehicle information; determining the slope level range in which the slope value is located; and adjusting the vehicle according to the target stiffness value, target damping value, and target suspension height difference of the vehicle corresponding to the preset slope level range.

[0005] In this embodiment, the target stiffness value, target damping value, and target suspension height of the vehicle are determined based on the current slope value of the vehicle. This makes the determined target stiffness value, target damping value, and target suspension height more consistent with the current driving state of the vehicle. By adjusting the vehicle parameters based on the target stiffness value, target damping value, and target suspension height, the stability of the vehicle during slope driving is optimized, thereby ensuring the comfort of the user during driving.

[0006] In some possible embodiments, after determining that the current driving gear matches the current slope value and that the current vehicle speed is greater than a preset speed threshold, the method further includes: determining a first gear enumeration value based on the current slope value and a preset slope range; determining the slope level range corresponding to the current slope value, including: determining the slope level range corresponding to the current slope value based on the first gear enumeration value.

[0007] In this embodiment of the application, setting a first-level enumeration value facilitates interaction between different modules and ensures the accuracy of information interaction.

[0008] In some possible embodiments, after determining that the vehicle speed is greater than a preset vehicle speed threshold, the method further includes: outputting a first state flag bit; the first state flag bit indicates that the vehicle speed is greater than the preset vehicle speed threshold.

[0009] In this embodiment of the application, setting a first status flag facilitates interaction between different modules and ensures the accuracy of information exchange.

[0010] In some possible embodiments, determining the first gear enumeration value based on the current slope value and a preset slope range includes: acquiring the vehicle's slope value according to a preset cycle within a first duration starting from a first moment; determining the average of the vehicle's slope values ​​acquired within the first duration; and determining the first gear enumeration value based on the average slope value and the preset slope range.

[0011] In this embodiment of the application, the first gear enumeration value is determined based on the slope value within the first time period, which reduces the calculation frequency and saves computing resources.

[0012] In some possible embodiments, before determining the slope level range corresponding to the current slope value, the method further includes: obtaining the vehicle's current driving gear and current vehicle speed; determining whether the current driving gear matches the current slope value and determining whether the current vehicle speed is greater than a preset vehicle speed threshold; determining the slope level range corresponding to the current slope value includes: if it is determined that the current driving gear matches the current slope value and it is determined that the current vehicle speed is greater than the preset vehicle speed threshold, then the slope level range corresponding to the current slope value is determined.

[0013] In this embodiment, by judging the vehicle speed and gear, the waste of resources caused by using the vehicle control method provided in this application when the vehicle is not driving on a slope is avoided.

[0014] In some possible embodiments, after obtaining the current vehicle speed, the method further includes: performing anti-shaking processing on the current vehicle speed to obtain the anti-shaking vehicle speed; determining whether the current vehicle speed is greater than a preset vehicle speed threshold, including: determining whether the anti-shaking vehicle speed is greater than the preset vehicle speed threshold.

[0015] In this embodiment of the application, by performing anti-shake processing on the vehicle speed, interference signals in the vehicle speed signal are removed, ensuring the accuracy of the calculation process.

[0016] In some possible embodiments, the vehicle is adjusted based on a target stiffness value, a target damping value, and a target suspension height difference, including: adjusting the stiffness of the vehicle based on the target stiffness value; adjusting the damping of the vehicle based on the target damping value; and adjusting the suspension height difference of the vehicle based on the target suspension height difference.

[0017] In this embodiment of the application, the vehicle was adjusted to balance the changes in axle load caused by driving on an incline, thus ensuring the stability of the vehicle during incline driving.

[0018] In some possible embodiments, adjusting the vehicle's suspension height difference based on the target suspension height difference includes: lowering the vehicle's first axle and / or raising the vehicle's second axle; wherein, if the vehicle is determined to be uphill based on the current gradient value, the first axle is the vehicle's front axle and the second axle is the vehicle's rear axle; if the vehicle is determined to be downhill based on the current gradient value, the first axle is the vehicle's rear axle and the second axle is the vehicle's front axle.

[0019] In this embodiment of the application, the target suspension height difference is achieved by adjusting the suspension height difference between the first axle and the second axle, thus ensuring the stability of the vehicle during incline driving.

[0020] In some possible embodiments, lowering the first axle of the vehicle includes: determining whether the first axle of the vehicle is in a minimum state; if so, raising the second axle of the vehicle until the suspension height difference of the vehicle reaches a target suspension height difference; if not, lowering the first axle of the vehicle until the suspension height difference of the vehicle reaches the target suspension height difference.

[0021] In this embodiment, when the first axle is in its lowest state, the second axle is raised so that the suspension height difference of the vehicle reaches the target suspension height difference, thus ensuring the stability of the vehicle during driving on a slope.

[0022] In some possible embodiments, the method further includes: if the first axle of the vehicle is lowered to its lowest position and the suspension height difference of the vehicle does not reach the target suspension height difference, then the second axle is raised until the suspension height difference of the vehicle reaches the target suspension height difference.

[0023] In this embodiment, when the first axle is in its lowest state, the second axle is raised so that the suspension height difference of the vehicle reaches the target suspension height difference, thus ensuring the stability of the vehicle during driving on a slope.

[0024] In some possible embodiments, raising the second axle of the vehicle includes: determining whether the second axle of the vehicle is in its highest position; if so, lowering the first axle of the vehicle until the suspension height difference of the vehicle reaches a target suspension height difference; if not, raising the second axle of the vehicle until the suspension height difference of the vehicle reaches the target suspension height difference.

[0025] In this embodiment of the application, the target suspension height difference is achieved by adjusting the suspension height difference between the first axle and the second axle, thus ensuring the stability of the vehicle during incline driving.

[0026] In some possible embodiments, the method further includes: if the second axle of the vehicle is raised to its highest position and the suspension height difference of the vehicle does not reach the target suspension height difference, then the first axle is lowered until the suspension height difference of the vehicle reaches the target suspension height difference.

[0027] In this embodiment, when the second axle is at its highest position, the first axle is lowered to make the suspension height difference of the vehicle reach the target suspension height difference, thus ensuring the stability of the vehicle during driving on a slope.

[0028] In some possible embodiments, the method further includes: determining the axle load change of the vehicle based on vehicle information and the current slope value; determining the spring deformation of the vehicle based on vehicle information and the axle load change; and obtaining the target suspension height difference of the vehicle based on the spring deformation.

[0029] In this embodiment of the application, the stability of the target suspension height difference is ensured by calculating the target suspension height difference in real time, thereby ensuring the stability of the vehicle during the driving process on the slope.

[0030] In some possible embodiments, vehicle information includes: vehicle mass, gravitational acceleration, vehicle center of gravity height, and wheelbase; determining the axle load change of the vehicle based on the vehicle information and the current slope value includes: obtaining the vehicle load change based on the vehicle mass, gravitational acceleration, vehicle center of gravity height, and the current slope value; and using the ratio of the load change to the wheelbase as the axle load change of the vehicle.

[0031] In some possible embodiments, vehicle information includes spring stiffness, and determining the vehicle's spring deformation based on the vehicle information and axle load variation includes using the ratio of axle load variation to spring stiffness as the spring deformation.

[0032] Secondly, embodiments of this application provide a vehicle control device applied to a vehicle, the device comprising:

[0033] The slope calculation module is used to collect vehicle information;

[0034] The slope calculation module is also used to obtain the slope value of the road surface where the vehicle is currently located based on vehicle information;

[0035] The status management module is used to determine the slope grade range in which the slope value falls;

[0036] The execution module is used to adjust the vehicle according to the target stiffness value, target damping value, and target suspension height difference of the vehicle corresponding to the preset slope level range.

[0037] In some possible embodiments, the state management module is further configured to: determine a first grade enumeration value based on the current slope value and a preset slope range; determine the slope level range corresponding to the current slope value, including: determining the slope level range corresponding to the current slope value based on the first grade enumeration value.

[0038] In some possible embodiments, the state management module is further configured to: output a first state flag bit; the first state flag bit indicates that the vehicle speed is greater than a preset vehicle speed threshold.

[0039] In some possible embodiments, the state management module is specifically used to: acquire the vehicle's slope value within a first duration according to a preset cycle starting from a first moment; determine the average value of the vehicle's slope value acquired within the first duration; and determine the first gear enumeration value based on the average slope value and a preset slope range.

[0040] In some possible embodiments, the state management module is specifically used to: obtain the vehicle's current driving gear and current speed; determine whether the current driving gear matches the current slope value, and determine whether the current speed is greater than a preset speed threshold; the state management module is specifically used to: if it is determined that the current driving gear matches the current slope value, and it is determined that the current speed is greater than the preset speed threshold, then determine the slope level range corresponding to the current slope value.

[0041] In some possible embodiments, the state management module is further configured to: perform anti-shaking processing on the current vehicle speed to obtain the anti-shaking vehicle speed; determine whether the current vehicle speed is greater than a preset vehicle speed threshold, including: determining whether the anti-shaking vehicle speed is greater than the preset vehicle speed threshold.

[0042] In some possible embodiments, the execution module is specifically configured to: adjust the stiffness of the vehicle according to a target stiffness value; adjust the damping of the vehicle according to a target damping value; and adjust the suspension height difference of the vehicle according to a target suspension height difference.

[0043] In some possible embodiments, the execution module is specifically used to: lower the first axle of the vehicle and / or raise the second axle of the vehicle; wherein, if the vehicle is determined to be uphill based on the current slope value, the first axle is the front axle of the vehicle and the second axle is the rear axle of the vehicle; if the vehicle is determined to be downhill based on the current slope value, the first axle is the rear axle of the vehicle and the second axle is the front axle of the vehicle.

[0044] In some possible embodiments, the execution module is specifically configured to: determine whether the first axle of the vehicle is in the lowest state; if so, raise the second axle of the vehicle until the suspension height difference of the vehicle reaches the target suspension height difference; if not, lower the first axle of the vehicle until the suspension height difference of the vehicle reaches the target suspension height difference.

[0045] In some possible embodiments, the execution module is further configured to: if the first axle of the vehicle is lowered to its lowest state and the suspension height difference of the vehicle does not reach the target suspension height difference, then raise the second axle until the suspension height difference of the vehicle reaches the target suspension height difference.

[0046] In some possible embodiments, the execution module is specifically configured to: determine whether the second axle of the vehicle is in its highest position; if so, lower the first axle of the vehicle until the suspension height difference of the vehicle reaches the target suspension height difference; if not, raise the second axle of the vehicle until the suspension height difference of the vehicle reaches the target suspension height difference.

[0047] In some possible embodiments, the execution module is further configured to: if the second axle of the vehicle is raised to its highest position and the suspension height difference of the vehicle has not reached the target suspension height difference, then lower the first axle until the suspension height difference of the vehicle reaches the target suspension height difference.

[0048] In some possible embodiments, the state management module is further configured to: determine the axle load change of the vehicle based on vehicle information and the current slope value; determine the spring deformation of the vehicle based on vehicle information and the axle load change; and obtain the target suspension height difference of the vehicle based on the spring deformation.

[0049] In some possible embodiments, vehicle information includes: vehicle mass, gravitational acceleration, vehicle center of gravity height, and wheelbase; the state management module is specifically used to: obtain the vehicle load change based on the vehicle mass, gravitational acceleration, vehicle center of gravity height, and current slope value; and use the ratio of the load change to the wheelbase as the vehicle axle load change.

[0050] In some possible embodiments, vehicle information includes spring stiffness, and a state management module is specifically used to: use the ratio of axle load change to spring stiffness as spring deformation.

[0051] Thirdly, embodiments of this application provide a vehicle dynamic control system, the system including the vehicle control device described in the second aspect.

[0052] Fourthly, embodiments of this application provide an automobile, including a processor and a memory, the memory being used to store a program; the processor being used to run the program to implement the vehicle control method as described in any of the first aspects.

[0053] Fifthly, another embodiment of this application provides an electronic device, including at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform any of the methods provided in the first or second aspect of this application.

[0054] Sixthly, another embodiment of this application also provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program for causing a computer to perform any of the methods provided in the first or second aspect of this application.

[0055] In a seventh aspect, another embodiment of this application also provides a computer program product, characterized in that the computer program product includes: computer program code, which, when run on a computer, causes the computer to perform any of the methods provided in the first or second aspect embodiments described above.

[0056] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. Attached Figure Description

[0057] Figure 1 is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0058] Figure 2 is a schematic diagram of road gradient values ​​for a vehicle control method provided in an embodiment of this application;

[0059] Figure 3A is a schematic diagram of a vehicle uphill scenario according to an embodiment of this application;

[0060] Figure 3B is a schematic diagram of a vehicle downhill scenario according to an embodiment of this application;

[0061] Figure 3C is a schematic representation of the slope level range of a vehicle control method provided in an embodiment of this application;

[0062] Figure 4 is a schematic flowchart of a vehicle control method for lowering the first axle of a vehicle according to an embodiment of this application.

[0063] Figure 5 is a schematic flowchart of raising the second axle of a vehicle according to an embodiment of this application;

[0064] Figure 6 is a flowchart illustrating the real-time determination of the target suspension height difference of a vehicle according to an embodiment of this application.

[0065] Figure 7 is a flowchart illustrating the process of determining whether a vehicle is driving on a slope according to an embodiment of this application.

[0066] Figure 8 is a schematic representation of the relationship between the preset slope range and the gear enumeration value of a vehicle control method provided in an embodiment of this application;

[0067] Figure 9 is a flowchart of the state management module of a vehicle control method provided in an embodiment of this application.

[0068] Figure 10 is a schematic diagram of the overall process of a vehicle control method provided in an embodiment of this application;

[0069] Figure 11 is a schematic diagram of the system framework of a vehicle control method provided in an embodiment of this application;

[0070] Figure 12 is a schematic diagram of another device for a vehicle control method provided in an embodiment of this application;

[0071] Figure 13 is a schematic diagram of an electronic device for a vehicle control method provided in an embodiment of this application. Detailed Implementation

[0072] The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0073] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0074] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0075] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0076] It should be understood that the term "and / or" used in this article 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 existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0077] With the rapid development of technology, both passengers and drivers have increasingly higher demands for vehicle handling, comfort, and intelligence. Furthermore, with urban expansion and road development, vehicles face more varied and complex hilly road conditions. Many vehicles are equipped with hill start assist and hill start prevention features, but longitudinal hill control has not yet been widely applied to suspension systems. When a vehicle is driving on a slope, load transfer can affect the overall stability and comfort of the vehicle to some extent.

[0078] In related technologies, during incline driving scenarios, the system receives suspension height signals, vehicle attitude signals, and vehicle motion state signals to calculate real-time slope information and determine whether the current road type is a steep incline. If the vehicle is stationary or at a steady-state low speed, and the slope exceeds a certain threshold, the current road type is determined to be a steep incline. However, this technology only considers stationary and steady-state low-speed states, while actual vehicle states are not limited to these two. Furthermore, after identifying the incline type, this technology only suppresses height adjustment and does not address the issue of load transfer affecting vehicle stability and comfort during incline driving.

[0079] To address the aforementioned problems, embodiments of this application provide a vehicle control method, apparatus, device, and storage medium to solve these problems. The inventive concept of this application can be summarized as follows: collecting vehicle information, obtaining the slope value of the road surface where the vehicle is currently located based on the vehicle information, and adjusting the vehicle according to the target stiffness value, target damping value, and target suspension height difference corresponding to a preset slope level range.

[0080] In this embodiment, the target stiffness value, target damping value, and target suspension height of the vehicle are determined based on the current slope value of the vehicle. This makes the determined target stiffness value, target damping value, and target suspension height more consistent with the current driving state of the vehicle. By adjusting the vehicle parameters based on the target stiffness value, target damping value, and target suspension height, the stability of the vehicle during slope driving is optimized, thereby ensuring the comfort of the user during driving.

[0081] For ease of understanding, the vehicle control method provided in this application embodiment will be described in detail below with reference to the accompanying drawings:

[0082] Figure 1 shows a flowchart of a vehicle control method provided in an embodiment of this application, wherein:

[0083] In step 101: Collect vehicle information.

[0084] In this embodiment, the vehicle information is information related to the vehicle's driving on a slope, collected by sensors and other acquisition modules in the vehicle. The vehicle information includes, but is not limited to, perception information such as vehicle speed, wheel speed, acceleration, position signal, vehicle mass, gravitational acceleration, vehicle center of gravity height, wheelbase, and spring stiffness. The vehicle information can be obtained through the sensor modules in the vehicle.

[0085] In step 102: the slope value of the road surface where the vehicle is currently located is obtained based on the vehicle information.

[0086] In this embodiment of the application, the slope value of the road surface where the vehicle is currently located can be determined by the vehicle speed, wheel speed, acceleration and position signal in the vehicle information.

[0087] In some possible embodiments, the collected vehicle speed, wheel speed, acceleration, and position signals are input into a trained extended Kalman filter, and the output of the extended Kalman filter is used as the vehicle's current slope value.

[0088] In step 103: Determine the slope grade range corresponding to the current slope value.

[0089] In this embodiment of the application, multiple slope level ranges are set for different slope values. The target stiffness value, target damping value and target suspension height difference corresponding to different slope level ranges are not exactly the same. Therefore, the target stiffness value, target damping value and target suspension height difference can be determined by the current slope value and the preset slope level range.

[0090] For example, Figure 2 shows the slope values ​​corresponding to a vehicle going uphill and downhill. The slope values ​​for going uphill are θ1, θ2, and θ3, and the slope values ​​for going downhill are θ4, θ5, and θ6. Among them, θ4 and θ1 are equal in value but opposite in direction, and similarly, θ2 and θ5 are equal in value but opposite in direction, and θ3 and θ6 are equal in value but opposite in direction. Figure 3A shows a scenario of a vehicle going uphill, Figure 3B shows a scenario of a vehicle going downhill, and Figure 3C shows a slope level interval table set according to the slope value diagrams shown in Figures 3A and 3B. The slope level interval is divided into 6 levels, including: gentle slope θ0-θ1, slightly steep slope θ1-θ2, and very steep slope θ2-θ3. Depending on whether it is going uphill or downhill, there are corresponding target stiffness values, target damping values, and target suspension height differences. After determining the slope level interval based on the current slope value, the target stiffness value, target damping value, and target suspension height difference can be determined based on the slope level interval.

[0091] It is understandable that Figure 3C only provides a slope level interval table for the scenarios corresponding to Figures 3A and 3B, and does not limit the number of slope level intervals. In specific implementation, different numbers of slope level intervals can be set according to the actual situation of the vehicle.

[0092] In some other possible embodiments, in order to ensure that the slope level range corresponding to the vehicle can be determined based on the current slope value, when it is determined that the current slope value is greater than the maximum slope value in the gear adjustment table, a smaller value operation is performed, and the slope level range corresponding to the maximum slope value is selected as the slope level range corresponding to the current slope value.

[0093] For example, as shown in Figure 3C, if the current slope value is determined to be θ4, and θ4 is greater than θ3, then the steep slope θ2-θ3 is taken as the slope grade interval corresponding to the current slope value.

[0094] In step 104: The vehicle is adjusted according to the target stiffness value, target damping value and target suspension height difference corresponding to the preset slope level range.

[0095] In this embodiment of the application, after obtaining the target stiffness value, the target damping value, and the target suspension height difference, the stiffness of the vehicle can be adjusted according to the target stiffness value; the damping of the vehicle can be adjusted according to the target damping value; and the suspension height difference of the vehicle can be adjusted according to the target suspension height difference.

[0096] In some possible embodiments, when adjusting the vehicle's stiffness according to a target stiffness value, the vehicle's stiffness needs to be adjusted to the target stiffness value. It is understood that the greater the current slope, the stiffer the vehicle should be. Adjusting the vehicle's stiffness includes, but is not limited to: adjusting the air suspension, adjusting the air spring stiffness, and controlling the stiffness valve assembly.

[0097] In some possible embodiments, when adjusting the vehicle damping according to the target damping value, the vehicle damping needs to be adjusted to the target damping value. It is understood that the greater the current gradient, the greater the vehicle damping should be. Adjusting the vehicle damping includes, but is not limited to: adjusting magnetorheological dampers, adjusting continuously damped dampers, adjusting fully active hydraulic systems, and adjusting proportional solenoid valves.

[0098] In some other possible embodiments, the suspension height difference of the vehicle is adjusted according to the target suspension height difference, that is, the air spring valve assembly of the vehicle is adjusted. Specifically, this can be implemented by lowering the first axle of the vehicle and / or raising the second axle of the vehicle. Wherein, if the vehicle is determined to be uphill based on the current slope value, the first axle is the front axle of the vehicle and the second axle is the rear axle of the vehicle; if the vehicle is determined to be downhill based on the current slope value, the first axle is the rear axle of the vehicle and the second axle is the front axle of the vehicle.

[0099] In this embodiment, the suspension height difference of the vehicle can be adjusted to achieve the target height difference by adjusting either the front axle or the rear axle, or both the front and rear axles can be adjusted simultaneously. In this embodiment, the vehicle's stability is affected by axle load changes during incline driving; adjusting the suspension height difference ensures stable vehicle operation.

[0100] In this embodiment, it is considered that during the uphill process, the vehicle's front axle load increases while the rear axle load decreases in order to overcome gravity. Therefore, during the uphill process, the front axle load can be lowered first to balance the vehicle's load and ensure the vehicle's stability. Similarly, during the downhill process, the rear axle load increases while the front axle load decreases. Therefore, during the downhill process, the rear axle load can be lowered first to balance the vehicle's load and ensure the vehicle's stability.

[0101] It is understood that the specific implementation methods for lowering the front axle and lowering the rear axle are the same, and the specific implementation methods for raising the front axle and raising the rear axle are the same. Therefore, for ease of description, in the embodiments of this application, the lowered axle is referred to as the first axle, and the raised axle is referred to as the second axle.

[0102] In some possible embodiments, the first axle of the vehicle is lowered, specifically as shown in Figure 4, wherein:

[0103] In step 401: Determine whether the first axle of the vehicle is in the lowest position; if yes, proceed to step 402; otherwise, proceed to step 403.

[0104] In step 402: Raise the second axle of the vehicle until the suspension height difference of the vehicle reaches the target suspension height difference.

[0105] In step 403: Lower the first axle of the vehicle.

[0106] In step 404: Determine whether the vehicle's suspension height difference reaches the target suspension height difference; if yes, proceed to step 405; otherwise, proceed to step 406.

[0107] In step 405: End the process.

[0108] In step 406: Determine whether the first axle of the vehicle is in the lowest position. If yes, proceed to step 407; otherwise, proceed to step 403.

[0109] In step 407: Raise the second axle until the vehicle's suspension height difference reaches the target suspension height difference.

[0110] In this embodiment, considering that when the first axle is in its lowest state, it is no longer possible to adjust the height difference of the vehicle's suspension by lowering the first axle, the height difference of the vehicle's suspension can only be adjusted by raising the second axle of the vehicle so that the height difference of the vehicle's suspension reaches the target height difference.

[0111] For example: Based on the slope grade interval table, the target height difference of the vehicle is determined to be 10 mm. The lowest state of the vehicle's first axle is determined to be -5 mm. At this time, the first axle is -3 mm and the second axle is 4 mm. The first axle is not in its lowest state, so it is lowered to -5 mm. Now the first axle is in its lowest state, and the vehicle's suspension height difference is 9 mm. At this point, it is no longer possible to adjust the vehicle's suspension height difference by lowering the first axle. Therefore, it is necessary to raise the second axle. Raise the second axle to 5 mm. Now the vehicle's suspension height difference is 10 mm, which meets the target suspension height difference. The adjustment of the vehicle's suspension height difference is then complete.

[0112] In some other possible embodiments, the second axle of the vehicle is raised, specifically as shown in Figure 5, wherein:

[0113] In step 501: Determine whether the vehicle's second axle is in the highest position; if yes, proceed to step 502; otherwise, proceed to step 503.

[0114] In step 502: Lower the first axle of the vehicle until the height difference of the vehicle's suspension reaches the height difference of the suspension.

[0115] In step 503: Raise the second axle of the vehicle.

[0116] In step 504: Determine whether the vehicle's suspension height difference reaches the target suspension height difference; if yes, proceed to step 505; otherwise, proceed to step 506.

[0117] In step 505: End the process.

[0118] In step 506: Determine whether the vehicle's second axle is in the highest position. If yes, proceed to step 507; otherwise, proceed to step 503.

[0119] In step 507: Lower the first axle of the vehicle until the suspension height difference of the vehicle reaches the target suspension height difference.

[0120] In this embodiment, considering that when the second axle is in its highest state, it is no longer possible to adjust the height difference of the vehicle's suspension by raising the second axle, the height difference of the vehicle's suspension can only be adjusted by lowering the first axle of the vehicle so that the height difference of the vehicle's suspension reaches the target height difference.

[0121] For example: Based on the slope grade interval table, the target height difference of the vehicle is determined to be 10 mm. The highest state of the vehicle's second axle is determined to be 10 mm. The first axle is determined to be 3 mm and the second axle to be 6 mm. Since the second axle is not at its highest state, it is raised. When the second axle is raised to 10 mm, the suspension height difference of the vehicle is determined to be 7 mm, which is not the target suspension height difference. At this point, it is no longer possible to adjust the vehicle's suspension height difference by raising the second axle. Therefore, the first axle needs to be lowered to 0 mm. At this point, the vehicle's suspension height difference is 10 mm, which meets the target suspension height difference. The adjustment of the vehicle's suspension height difference is then considered complete.

[0122] In some possible embodiments, to further ensure vehicle stability during incline driving, in addition to using the slope grade interval table shown in Figure 3 to determine the target suspension height difference, the method shown in Figure 6 can be used to determine the corresponding target suspension height difference in real time, thereby ensuring vehicle stability during incline driving.

[0123] In step 601: Determine the change in axle load of the vehicle based on the vehicle information and the current slope value.

[0124] In this embodiment, it is considered that the axle load changes with the current slope value when the vehicle is driving on an incline. For example, with the change of the downhill angle, the load on the rear axle decreases, which in turn reduces the compression of the rear axle suspension. Therefore, in order to maintain the stability of the front axle and the levelness of the vehicle body, it is necessary to adjust the height of the vehicle suspension to ensure the stability of the vehicle while driving downhill. Therefore, in this application, when calculating the suspension height difference, it is first necessary to obtain the change in axle load.

[0125] In some possible embodiments, vehicle information includes, but is not limited to: vehicle mass, gravitational acceleration, vehicle center of gravity height, and wheelbase; the axle load change of the vehicle is obtained based on the vehicle information and the current slope value, specifically implemented as follows: the load change of the vehicle is obtained based on the vehicle mass, gravitational acceleration, vehicle center of gravity height, and the current slope value; the ratio of the load change to the wheelbase is used as the axle load change of the vehicle.

[0126] The above process can be represented by Formula 1, where:

[0127] Where ΔF is the change in axle load of the vehicle, m is the mass of the vehicle, g is the gravitational acceleration, h is the height of the vehicle's center of gravity, θ is the current slope of the vehicle, and L is the wheelbase between the front and rear axles of the vehicle.

[0128] In step 602: Determine the spring deformation of the vehicle based on the vehicle information and the axle load change.

[0129] In this embodiment of the application, after obtaining the axle load change, the spring deformation of the vehicle can be determined according to Hooke's Law.

[0130] In some possible embodiments, the spring deformation of the vehicle is determined based on vehicle information and axle load variation. Specifically, the ratio of axle load variation to spring stiffness can be used as the spring deformation.

[0131] The above process can be represented by Formula 2, where:

[0132] Where δ is the new variable of the vehicle's spring, that is, the change in the height of the vehicle's suspension, ΔF is the change in the vehicle's axle load, and k is the stiffness of the spring.

[0133] In step 603: the target suspension height difference of the vehicle is obtained based on the spring deformation.

[0134] In this embodiment, after obtaining the spring deformation, the spring deformation can be used as the target suspension height difference of the vehicle, and then the suspension height difference is adjusted according to the calculated target suspension height difference. The method for adjusting the vehicle's suspension height difference based on the target suspension height difference is the same as described above, and will not be repeated here.

[0135] In some other possible embodiments, the suspension control system of some vehicles is a semi-active multi-chamber air suspension control system, which has limited flexibility. In order to avoid frequent adjustments to the suspension height difference, the suspension height difference of the vehicle may not be adjusted immediately after each execution of the steps shown in Figure 6. Instead, the suspension height difference of the vehicle may be adjusted based on the average of multiple target suspension height differences after multiple executions of the steps shown in Figure 6.

[0136] In some possible embodiments, the vehicle control method described above in this application is not required when the vehicle is not traveling on a slope. Therefore, in order to determine whether the vehicle is traveling on a slope, the steps shown in FIG7 can be performed before performing step 203 above, wherein:

[0137] In step 701: Obtain the vehicle's current gear and current speed.

[0138] In this embodiment of the application, the current driving gear and current speed of the vehicle can be obtained through sensors, accelerator pedals and other devices installed in the vehicle.

[0139] In step 702: determine whether the current driving gear matches the current slope value, and determine whether the current vehicle speed is greater than the preset vehicle speed threshold.

[0140] In this embodiment of the application, when the vehicle speed is less than the preset vehicle speed threshold or the driving gear does not match the current slope value, it means that the vehicle is not in the process of driving on a slope at this time, so there is no need to implement the above vehicle control method.

[0141] In step 703: If it is determined that the current driving gear matches the current slope value, and it is determined that the current vehicle speed is greater than the preset vehicle speed threshold, then the slope level range corresponding to the current slope value is determined.

[0142] In this embodiment of the application, the vehicle's driving gears include, but are not limited to, reverse, forward, and parking. When the vehicle is driving on a slope, the vehicle's driving gear should be forward. Therefore, it is determined that the current driving gear matches the current slope value only when it is forward. If the vehicle speed is too low, the vehicle may not be able to drive normally on the slope. Therefore, it is also necessary to determine that the vehicle speed is greater than a preset speed threshold.

[0143] For example, the preset vehicle speed threshold can be set to 25 km / h.

[0144] In some possible embodiments, the steps in Figure 2 above can be executed by different module models in the vehicle. For example, steps 201 and 202 can be executed by the slope calculation module, steps 203 and 204 by the state management module, and step 205 by the execution module. To facilitate interaction between modules, an enumeration value and a status flag are set in this application. The state management module can determine whether steps 203 and 204 need to be executed by using the enumeration value and the status flag. Specifically, after determining that the current driving gear matches the current slope value and that the current vehicle speed is greater than a preset speed threshold, the following can be implemented: determine the first gear enumeration value based on the current slope value and the preset slope range. After determining that the vehicle speed is greater than the preset speed threshold, output the first status flag.

[0145] In this embodiment, the first gear enumeration value is used to indicate that the current driving gear matches the current slope value, and the first status flag is used to indicate that the vehicle speed is greater than a preset speed threshold. After implementing the steps shown in Figure 7, if the slope calculation module determines that the current driving gear matches the current slope value, it generates the first gear enumeration value. At the same time, if it determines that the vehicle speed is greater than the preset speed threshold, it generates the first status flag. Then, the first gear enumeration value and the first status flag are sent to the status management module. After receiving the first gear enumeration value and the first status flag, the status management module can start implementing step 203.

[0146] Specifically, if it is determined that the current driving gear does not match the current slope value, a second gear enumeration value is generated; if it is determined that the vehicle speed is less than or equal to a preset speed threshold, a second status flag is generated. To improve processing efficiency, the second status flag is generated simultaneously with the generation of the second gear enumeration value when the current driving gear does not match the current slope value, without needing to determine the vehicle speed.

[0147] In some possible embodiments, the first gear enumeration value is determined based on the current slope value and the preset slope range. Specifically, it can be implemented as follows: determine the target slope range where the current slope value is located, and use the gear enumeration value corresponding to the target slope range as the first gear enumeration value.

[0148] For example, the relationship between the preset slope range and the gear enumeration value is shown in Figure 8. If the vehicle is currently going downhill and the slope value before the current gear belongs to θ1-θ2, then the first gear enumeration value can be determined to be 4.

[0149] In other possible embodiments, determining the first gear enumeration value based on the current slope value and a preset slope range can also be implemented as follows: starting from a first moment, the slope value of the vehicle is acquired within a first duration according to a preset cycle; the average value of the slope values ​​of the vehicle acquired within the first duration is determined; and the first gear enumeration value is determined based on the average value of the slope values ​​and the preset slope range.

[0150] In this embodiment of the application, in order to avoid the waste of resources caused by frequent adjustments to the vehicle, the first gear enumeration value can be determined based on the average slope value of the vehicle within the first time period.

[0151] For example, the second gear enumeration value can be set to 0, the first state flag can be set to 1, and the second state flag can be set to 0.

[0152] In some possible embodiments, in order to further improve the accuracy of the determined target stiffness, target damping value and target suspension height, after obtaining the current vehicle speed, the current vehicle speed can be de-vibrated to obtain the de-vibrated vehicle speed; and then the subsequent steps are performed using the de-vibrated vehicle speed.

[0153] In this embodiment of the application, the steps implemented by the state management module can be as shown in Figure 9, wherein:

[0154] In step 901: obtain the current driving gear, current slope value, and vehicle speed.

[0155] In step 902: Determine whether the current slope value matches the current driving gear. If it matches, proceed to step 903; otherwise, proceed to step 904.

[0156] In step 903: the vehicle speed is de-vibrated.

[0157] In step 904: Output the second gear enumeration value and the second status flag.

[0158] In step 905: Determine whether the vehicle speed after de-vibration is greater than the preset vehicle speed threshold. If it is, proceed to step 906; otherwise, proceed to step 904.

[0159] In step 906: Determine the average value of the vehicle gradient within the first time period.

[0160] In step 907: the first gear enumeration value is determined based on the average value of the vehicle slope and the preset slope range.

[0161] In step 908: Output the first gear enumeration value and the first status flag.

[0162] In this embodiment of the application, by performing anti-shake processing on the vehicle speed, interference signals in the vehicle speed are filtered out, thereby ensuring the accuracy of the obtained vehicle speed.

[0163] For ease of understanding, the overall flow of a vehicle control method provided in this application embodiment is described below with reference to the modules in the vehicle, as shown in Figure 10, wherein:

[0164] In step 1001: Collect vehicle information.

[0165] In step 1002: the current slope value of the vehicle is obtained based on the vehicle information.

[0166] In step 1003: Determine whether the current driving gear matches the current slope value. If it matches, proceed to step 1004; otherwise, proceed to step 1001.

[0167] In step 1004: Determine whether the current vehicle speed is greater than the preset vehicle speed threshold. If it is, proceed to step 1005; otherwise, proceed to step 1001.

[0168] In step 1005: Determine the first gear enumeration value based on the current slope value and the preset slope range, and output the first gear enumeration value and the first status flag.

[0169] In step 1006: Determine the slope grade range corresponding to the current slope value.

[0170] In step 1007: Determine the target stiffness value, target damping value, and target suspension height difference of the vehicle based on the gear position.

[0171] In step 1008: The stiffness valve assembly of the vehicle is controlled according to the target stiffness value.

[0172] In step 1009: The proportional solenoid valve of the vehicle is controlled according to the target damping value.

[0173] In step 1010: the air spring valve assembly of the vehicle is controlled according to the target suspension height difference.

[0174] After introducing the vehicle control method provided in the embodiments of this application, the system framework corresponding to the vehicle control method provided in the embodiments of this application will be described below. As shown in Figure 11, the system framework can be an electronic control unit (Vehicle Information Unit, VIU). The VIU includes an interface layer, a middleware layer, and an application layer. The application layer includes: a slope calculation module, a state management module, and an intelligent suspension system. The intelligent suspension system includes: suspension system stiffness adjustment, suspension system height adjustment, and suspension system damping adjustment; wherein:

[0175] The system framework can interact with the cloud through the interface layer, receiving vehicle information such as location and slope information in stages; it sends the determined target damping value, target stiffness, and target suspension height difference to the actuators in the vehicle, and the actuators adjust the vehicle's damping, stiffness, and suspension height difference.

[0176] In some possible embodiments, to improve the user experience, after the vehicle is adjusted, relevant information about the adjustment can be sent to the cockpit controller in the vehicle so that the user can perceive the adjustment to the vehicle.

[0177] Based on the same inventive concept, a vehicle control device provided in the embodiments of this application is described below. As shown in FIG12, the device includes:

[0178] The slope calculation module 12001 is used to collect vehicle information;

[0179] The slope calculation module 12001 is also used to obtain the current slope value of the vehicle based on vehicle information;

[0180] The status management module 12002 is used to determine the slope grade range corresponding to the current slope value;

[0181] The status management module 12002 is also used to determine the target stiffness value, target damping value and target suspension height difference of the vehicle according to the slope level range;

[0182] The execution module 12003 is used to adjust the vehicle based on the target stiffness value, the target damping value, and the target suspension height difference.

[0183] In some possible embodiments, the state management module 12002 is specifically used to: obtain the vehicle's current driving gear and current vehicle speed; determine whether the current driving gear matches the current slope value, and determine whether the current vehicle speed is greater than a preset speed threshold; if it is determined that the current driving gear matches the current slope value, and it is determined that the current vehicle speed is greater than the preset speed threshold, then determine the slope level range corresponding to the current slope value.

[0184] In some possible embodiments, the state management module 12002 is further configured to: determine the first grade enumeration value based on the current slope value and the preset slope range; determine the slope level range corresponding to the current slope value, including: determining the slope level range corresponding to the current slope value based on the first grade enumeration value.

[0185] In some possible embodiments, the state management module 12002 is further configured to: output a first state flag bit; the first state flag bit indicates that the vehicle speed is greater than a preset vehicle speed threshold.

[0186] In some possible embodiments, the state management module 12002 is specifically used to: acquire the vehicle's slope value according to a preset cycle within a first duration starting from a first moment; determine the average value of the vehicle's slope value acquired within the first duration; and determine the first gear enumeration value based on the average slope value and a preset slope range.

[0187] In some possible embodiments, the state management module 12002 is further configured to: perform anti-shaking processing on the current vehicle speed to obtain the anti-shaking vehicle speed; determine whether the current vehicle speed is greater than a preset vehicle speed threshold, including: determining whether the anti-shaking vehicle speed is greater than the preset vehicle speed threshold.

[0188] In some possible embodiments, the execution module 12003 is specifically used to: adjust the stiffness of the vehicle according to a target stiffness value; adjust the damping of the vehicle according to a target damping value; and adjust the suspension height difference of the vehicle according to a target suspension height difference.

[0189] In some possible embodiments, the execution module 12003 is specifically used to: lower the first axle of the vehicle and / or raise the second axle of the vehicle; wherein, if the vehicle is determined to be uphill based on the current slope value, the first axle is the front axle of the vehicle and the second axle is the rear axle of the vehicle; if the vehicle is determined to be downhill based on the current slope value, the first axle is the rear axle of the vehicle and the second axle is the front axle of the vehicle.

[0190] In some possible embodiments, the execution module 12003 is specifically configured to: determine whether the first axle of the vehicle is in the lowest state; if so, raise the second axle of the vehicle until the suspension height difference of the vehicle reaches the target suspension height difference; if not, lower the first axle of the vehicle until the suspension height difference of the vehicle reaches the target suspension height difference.

[0191] In some possible embodiments, the execution module 12003 is further configured to: if the first axle of the vehicle is lowered to its lowest state and the suspension height difference of the vehicle does not reach the target suspension height difference, then raise the second axle until the suspension height difference of the vehicle reaches the target suspension height difference.

[0192] In some possible embodiments, the execution module 12003 is specifically configured to: determine whether the second axle of the vehicle is in the highest state; if so, lower the first axle of the vehicle until the suspension height difference of the vehicle reaches the target suspension height difference; if not, raise the second axle of the vehicle until the suspension height difference of the vehicle reaches the target suspension height difference.

[0193] In some possible embodiments, the execution module 12003 is further configured to: if the second axle of the vehicle is raised to its highest position and the suspension height difference of the vehicle has not reached the target suspension height difference, then lower the first axle until the suspension height difference of the vehicle reaches the target suspension height difference.

[0194] In some possible embodiments, the state management module 12002 is further configured to: determine the axle load change of the vehicle based on vehicle information and the current slope value; determine the spring deformation of the vehicle based on vehicle information and the axle load change; and obtain the target suspension height difference of the vehicle based on the spring deformation.

[0195] In some possible embodiments, vehicle information includes: vehicle mass, gravitational acceleration, vehicle center of gravity height, and wheelbase; the state management module 12002 is specifically used to: obtain the load change of the vehicle based on the vehicle mass, gravitational acceleration, vehicle center of gravity height, and current slope value; and use the ratio of the load change to the wheelbase as the axle load change of the vehicle.

[0196] In some possible embodiments, vehicle information includes spring stiffness, and the state management module 12002 is specifically used to: use the ratio of axle load change to spring stiffness as spring deformation.

[0197] This application provides an embodiment of a vehicle dynamic control system, which includes the vehicle control device described above.

[0198] This application provides an automobile, including a processor and a memory, wherein the memory is used to store a program; the processor is used to run the program to implement the vehicle control method as described in any of the preceding claims.

[0199] Corresponding to the above embodiments, this application also provides an electronic device. Figure 13 is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. The electronic device 1300 may include: a processor 1301, a memory 1302, and a communication unit 1303. These components communicate through one or more buses. Those skilled in the art will understand that the structure of the electronic device shown in the figure does not constitute a limitation on the embodiments of the present invention. It can be a bus topology or a star topology, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0200] The communication unit 1303 is used to establish a communication channel, enabling the electronic device to communicate with other devices. It receives user data from other devices or sends user data to other devices.

[0201] The processor 1301 serves as the control center of the electronic device, connecting various parts of the device via interfaces and lines. It executes software programs and / or modules stored in the memory 1302 and retrieves data stored in the memory to perform various functions and / or process data. The processor may be composed of integrated circuits (ICs), such as a single packaged IC or multiple packaged ICs with the same or different functions connected together. For example, the processor 1301 may consist only of a central processing unit (CPU). In this embodiment, the CPU may have a single processing core or include multiple processing cores.

[0202] The memory 1302 is used to store the execution instructions of the processor 1301. The memory 1302 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0203] When the execution instructions in memory 1302 are executed by processor 1301, the electronic device 1300 is able to perform some or all of the steps in the embodiment shown in FIG2.

[0204] In a specific implementation, the present invention also provides a computer storage medium, wherein the computer storage medium may store a program, which, when executed, may include some or all of the steps of the various embodiments of the vehicle control method provided by the present invention. The storage medium may be a magnetic disk, optical disk, read-only memory (ROM), or random access memory (RAM), etc.

[0205] In some possible implementations, various aspects of the vehicle control method provided in this application can also be implemented in the form of a program product, which includes program code that, when the program product is run on a computer device, causes the computer device to perform the steps in the vehicle control method according to the various exemplary embodiments of this application described above.

[0206] The program product may employ any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may include, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: electrical connections having one or more wires, portable disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0207] The program product for controlling a terminal device according to embodiments of this application may employ a portable compact disc read-only memory (CD-ROM) and include program code, and may run on an electronic device. However, the program product of this application is not limited thereto. In this document, the readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, apparatus, or device.

[0208] Those skilled in the art will clearly understand that the techniques in the embodiments of the present invention can be implemented using software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solutions in the embodiments of the present invention, or the parts that contribute to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in various embodiments or certain parts of the embodiments of the present invention.

[0209] The same or similar parts between the various embodiments in this specification can be referred to mutually. In particular, the device embodiments and terminal embodiments are basically similar to the method embodiments, so the description is relatively simple, and the relevant parts can be referred to the description in the method embodiments.

Claims

1. A vehicle control method, characterized in that, Applied to vehicles, the method includes: Collect vehicle information of the vehicle; The slope value of the road surface where the vehicle is currently located is obtained based on the vehicle information; Determine the slope grade range to which the slope value falls; The vehicle is adjusted according to the target stiffness value, target damping value, and target suspension height difference corresponding to the preset slope level range.

2. The method according to claim 1, characterized in that, After determining that the current driving gear matches the current slope value and that the current vehicle speed is greater than the preset vehicle speed threshold, the method further includes: The first gear enumeration value is determined based on the current slope value and the preset slope range; Determining the slope grade range corresponding to the current slope value includes: The slope grade range corresponding to the current slope value is determined based on the first grade enumeration value.

3. The method according to claim 2, characterized in that, After determining that the current vehicle speed is greater than the preset vehicle speed threshold, the method further includes: Output a first status flag; the first status flag indicates that the vehicle speed is greater than the preset vehicle speed threshold.

4. The method according to claim 2, characterized in that, The step of determining the first grade enumeration value based on the current slope value and the preset slope range includes: The vehicle's gradient value is acquired within a preset cycle starting from the first moment and within the first duration. Determine the average slope value of the vehicle obtained within the first time period; The first grade enumeration value is determined based on the average slope value and the preset slope range.

5. The method according to claim 1, characterized in that, Before determining the slope grade range corresponding to the current slope value, the method further includes: Obtain the current gear and current speed of the vehicle; Determine whether the current driving gear matches the current slope value, and determine whether the current vehicle speed is greater than a preset vehicle speed threshold; Determining the slope grade range corresponding to the current slope value includes: If it is determined that the current driving gear matches the current slope value, and it is determined that the current vehicle speed is greater than the preset vehicle speed threshold, then the slope level range corresponding to the current slope value is determined.

6. The method according to any one of claims 2-5, characterized in that, After obtaining the current speed of the vehicle, the method further includes: Perform anti-shake processing on the current vehicle speed to obtain the de-shake vehicle speed; Determining whether the current vehicle speed is greater than a preset vehicle speed threshold includes: Determine whether the vehicle speed after the shake reduction is greater than the preset vehicle speed threshold.

7. The method according to claim 1, characterized in that, The adjustment of the vehicle based on the target stiffness value, the target damping value, and the target suspension height difference includes: The stiffness of the vehicle is adjusted according to the target stiffness value; The damping of the vehicle is adjusted according to the target damping value; The suspension height difference of the vehicle is adjusted according to the target suspension height difference.

8. The method according to claim 7, characterized in that, The step of adjusting the suspension height difference of the vehicle based on the target suspension height difference includes: Lower the first axle of the vehicle, and / or raise the second axle of the vehicle; Wherein, if the vehicle is determined to be in an uphill state based on the current slope value, then the first axle is the front axle of the vehicle, and the second axle is the rear axle of the vehicle; If the vehicle is determined to be in a downhill state based on the current slope value, then the first axle is the rear axle of the vehicle, and the second axle is the front axle of the vehicle.

9. The method according to claim 8, characterized in that, Lowering the first axle of the vehicle includes: Determine whether the first axle of the vehicle is in its lowest position; If so, raise the second axle of the vehicle until the suspension height difference of the vehicle reaches the target suspension height difference; If not, lower the first axle of the vehicle until the suspension height difference of the vehicle reaches the target suspension height difference.

10. The method according to claim 9, characterized in that, The method further includes: If the first axle of the vehicle is lowered to its lowest position and the suspension height difference of the vehicle does not reach the target suspension height difference, then the second axle is raised until the suspension height difference of the vehicle reaches the target suspension height difference.

11. The method according to claim 8, characterized in that, Raising the second axle of the vehicle includes: Determine whether the second axle of the vehicle is in its highest position; If so, lower the first axle of the vehicle until the suspension height difference of the vehicle reaches the target suspension height difference; If not, raise the second axle of the vehicle until the suspension height difference of the vehicle reaches the target suspension height difference.

12. The method according to claim 11, characterized in that, The method further includes: If the second axle of the vehicle is raised to its highest position and the suspension height difference of the vehicle does not reach the target suspension height difference, then the first axle is lowered until the suspension height difference of the vehicle reaches the target suspension height difference.

13. The method according to claim 1, characterized in that, The method further includes: The axle load change of the vehicle is determined based on the vehicle information and the current slope value; The spring deformation of the vehicle is determined based on the vehicle information and the axle load change. The target suspension height difference of the vehicle is obtained based on the spring deformation.

14. The method according to claim 13, characterized in that, The vehicle information includes: vehicle mass, gravitational acceleration, vehicle center of gravity height, and wheelbase; determining the axle load change of the vehicle based on the vehicle information and the current slope value includes: The load change of the vehicle is obtained based on the vehicle mass, the gravitational acceleration, the vehicle center of gravity height, and the current slope value. The ratio of the load change to the wheelbase is taken as the axle load change of the vehicle.

15. A vehicle control device, characterized in that, Applied to vehicles, the device includes: The slope calculation module is used to collect vehicle information of the vehicle. The slope calculation module is also used to obtain the current slope value of the vehicle based on the vehicle information; The status management module is used to determine the slope level range corresponding to the current slope value; The status management module is also used to determine the target stiffness value, target damping value, and target suspension height difference of the vehicle based on the slope level range. An execution module is used to adjust the vehicle based on the target stiffness value, the target damping value, and the target suspension height difference.

16. A vehicle, characterized in that, include: A processor and a memory, the memory being used to store a program; the processor being used to run the program to implement the vehicle control method as described in any one of claims 1-14.

17. An electronic device, characterized in that, It includes a memory for storing computer program instructions and a processor for executing the program instructions, wherein when the computer program instructions are executed by the processor, the electronic device is triggered to perform the method of any one of claims 1-14.

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