Vehicle control method and system and vehicle

Abstract

The invention provides a vehicle control method and system and a vehicle, and the method comprises the steps that driving information of the vehicle is obtained, and the driving information comprises load information, braking information and speed information; according to the load and the braking state of each wheel, the total braking force is distributed to each wheel, and the target braking force of each wheel is obtained; determining a left-right side braking force difference of the vehicle according to the target braking force of each wheel, and determining a front wheel turning angle of the vehicle according to the left-right side braking force difference and the speed information; and according to the target braking force of each wheel and the front wheel rotation angle, braking and steering control of the vehicle is carried out. Under the braking failure working condition, the braking force requirement of the failed wheel can be transferred to other normal wheels, the braking efficiency and the braking effect are ensured, the phenomena of deviation and instability of vehicle braking are prevented by combining an active steering compensation mechanism, and the driving safety and stability of the vehicle are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle control method, system and vehicle. Background Technology

[0002] With the rapid development of intelligent connected vehicle technology, there are higher requirements for drive-by-wire control of various vehicle functions. Traditional hydraulic braking systems, due to their complex structure, cumbersome maintenance, and slow response speed, are no longer sufficient to meet the needs of intelligent vehicles. Traditional hydraulic braking systems typically use two braking systems based on diagonal wheels, dividing the braking system into two independent hydraulic circuits, each circuit controlling one front wheel and the diagonally opposite rear wheel. When one braking system fails, the other can still provide braking force to the other two wheels; however, if one braking system fails, both diagonally opposite wheels lose braking force, resulting in poor braking performance and significantly increasing the risk of accidents.

[0003] In related technologies, EMB (Electro-Mechanical Braking) has emerged as an innovative braking solution. It not only simplifies the complex structure of traditional hydraulic braking systems, improving braking efficiency and response speed, but also, unlike traditional hydraulic systems, avoids the common arrangement of diagonally opposite wheels sharing a single braking system. Instead, each wheel's brake actuator is independent and redundant. When one actuator fails, only the braking capability of that corresponding wheel is affected, while the other three wheels can still provide normal braking force. This avoids the severe consequence of a single braking system failure in a traditional hydraulic system leading to simultaneous braking failure of two diagonally opposite wheels. However, despite the advantages of redundancy design, the vehicle control scheme for single or multiple wheel braking failures is still imperfect. This not only reduces the total braking force of the vehicle but also can lead to loss of control due to uneven distribution of braking force, affecting vehicle safety and stability. Summary of the Invention

[0004] This application discloses a vehicle control method, system, and vehicle for solving the technical problem of vehicle loss of control after brake failure.

[0005] This application provides a vehicle control method, the method comprising: acquiring vehicle driving information, wherein the driving information includes load information, braking information, and speed information, the load information including the load of each wheel, and the braking information including total braking force and braking state of each wheel; distributing the total braking force to each wheel according to the load and braking state of each wheel to obtain a target braking force for each wheel; determining the left-right braking force difference of the vehicle according to the target braking force of each wheel, and determining the front wheel steering angle of the vehicle according to the left-right braking force difference and the speed information, wherein the front wheel steering angle is used to generate a reverse yaw moment to suppress the yaw moment caused by the left-right braking force difference; and performing vehicle braking and steering control according to the target braking force of each wheel and the front wheel steering angle.

[0006] In one embodiment of this application, determining the front wheel steering angle of the vehicle based on the difference in braking force between the left and right sides and the speed information includes: constructing a first calculation equation for the front wheel lateral force based on a vehicle yaw motion model, according to the speed information and the front wheel steering angle, wherein the front wheel steering angle is a variable; constructing a second calculation equation for the front wheel lateral force based on the torque balance principle, according to the difference in braking force between the left and right sides and the front wheel steering angle, wherein the front wheel steering angle is a variable; and solving for the front wheel steering angle based on the first calculation equation and the second calculation equation.

[0007] In one embodiment of this application, after determining the front wheel steering angle of the vehicle, the method further includes: acquiring physical parameter information of the vehicle and road information, wherein the physical parameter information includes center of gravity position information; constructing a state space of the vehicle based on the speed information, the target braking force of each wheel, the front wheel steering angle, the braking state of each wheel, the center of gravity position information, and the road information; inputting the state space into a steering angle correction model to obtain a corrected front wheel steering angle, so as to perform vehicle steering control based on the corrected front wheel steering angle, wherein the steering angle correction model is trained based on state space samples constructed from the center of gravity position information, road information, load information, braking information, and speed information.

[0008] In one embodiment of this application, the training method of the steering angle correction model includes: constructing a reinforcement learning model and a reward function of the reinforcement learning model, wherein the reward function includes a yaw rate deviation term, a center of gravity sideslip angle deviation term, and a penalty term, the penalty term being used to constrain excessive correction of the front wheel steering angle; iteratively training the reinforcement learning model based on the state space samples, and obtaining the steering angle correction model when a preset convergence condition is met.

[0009] In one embodiment of this application, the method for determining the load of each wheel includes: if the lateral acceleration of the vehicle is less than a preset first speed threshold, then the loads of the front axle and rear axle of the vehicle are evenly distributed between the left and right wheels of the corresponding axles to obtain the load of each wheel; if the lateral acceleration is greater than or equal to the first speed threshold and less than a preset second speed threshold, then the loads of the front axle and rear axle are weighted and distributed between the left and right wheels of the corresponding axles according to the ratio of the loads on the left and right sides of the vehicle to obtain the load of each wheel; if the lateral acceleration is greater than or equal to the second speed threshold, then the loads of the left and right sides are weighted and distributed between the front and rear wheels of the corresponding sides according to the ratio of the loads on the front and rear axles to obtain the load of each wheel; wherein the speed information includes the lateral acceleration, and the load information also includes the loads of the front axle and rear axle and the loads of the left and right sides.

[0010] In one embodiment of this application, the method for determining the front axle and rear axle loads and the left and right side loads includes: acquiring physical parameter information of the vehicle and road information, wherein the physical parameter information includes mass information, center of gravity position information, and wheel position information; determining the front axle and rear axle loads based on the mass information, the center of gravity position information, the wheel position information, the road information, and longitudinal acceleration, wherein the speed information further includes the longitudinal acceleration; and determining the left and right side loads based on the mass information, the center of gravity position information, the wheel position information, the road information, and the lateral acceleration.

[0011] In one embodiment of this application, the step of distributing the total braking force to each wheel based on the load and braking state of each wheel to obtain the target braking force of each wheel includes: determining the braking force distribution ratio of each wheel based on the load and braking state of each wheel, wherein if the braking state of the target wheel is in a failed state, the braking force distribution ratio of the target wheel is zero; and calculating the ratio of each wheel with the total braking force to obtain the target braking force of each wheel.

[0012] This application also provides a vehicle control system, the system comprising: an acquisition module for acquiring vehicle driving information, wherein the driving information includes load information, braking information, and speed information, the load information including the load of each wheel, and the braking information including total braking force and braking state of each wheel; an allocation module for allocating the total braking force to each wheel according to the load and braking state of each wheel, thereby obtaining a target braking force for each wheel; a determination module for determining the left-right braking force difference of the vehicle according to the target braking force of each wheel, and determining the front wheel steering angle of the vehicle according to the left-right braking force difference and the speed information, wherein the front wheel steering angle is used to generate a reverse yaw moment to suppress the yaw moment caused by the left-right braking force difference; and a control module for performing braking and steering control of the vehicle according to the target braking force of each wheel and the front wheel steering angle.

[0013] This application also provides a vehicle control system, the system comprising: a controller, which uses the vehicle control method described above to determine the target braking force and front wheel steering angle of each wheel of the vehicle; a plurality of brakes, respectively connected to the controller and acting on each wheel of the vehicle, for performing braking operations of the vehicle in response to braking commands issued by the controller, wherein the braking commands carry the target braking force of each wheel; and a steering system, connected to the controller via a steering motor, for performing steering operations of the vehicle in response to steering commands issued by the controller, wherein the steering commands carry the front wheel steering angle.

[0014] This application also provides a vehicle including a processor and a storage device, the storage device being used to store a program that, when executed by the processor, causes the vehicle to perform the vehicle control method as described above, or to include the vehicle control system as described above.

[0015] The beneficial effects of this application are as follows: This application provides a vehicle control method, system, and vehicle. First, it acquires vehicle driving information, including load information, braking information, and speed information. The load information includes the load on each wheel, and the braking information includes the total braking force and the braking state of each wheel. Then, based on the load and braking state of each wheel, the total braking force is distributed to each wheel to obtain the target braking force for each wheel. Next, based on the target braking force of each wheel, the difference in braking force between the left and right sides of the vehicle is determined. Finally, based on the difference in braking force between the left and right sides and the speed information, the front wheel steering angle of the vehicle is determined. This front wheel steering angle is used to generate a counter-yaw moment to suppress yaw forces from the left and right sides. The yaw moment caused by the difference in braking force is finally controlled by the vehicle's braking and steering based on the target braking force of each wheel and the front wheel turning angle. Based on the braking state of each wheel and the principle of load transfer, the total braking force is intelligently redistributed so that the braking force demand of the failed wheel can be transferred to the other normal wheels in a timely and effective manner in the event of brake failure, ensuring braking efficiency and braking effect. When an imbalance of braking force between the left and right sides is detected, an active steering compensation mechanism is integrated to coordinate the control of the vehicle's braking and steering, preventing the vehicle from deviating and becoming unstable due to uneven braking force between the left and right sides, which significantly improves the vehicle's driving safety and stability. Attached Figure Description

[0016] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0017] In the attached diagram: Figure 1 This is a schematic diagram illustrating an implementation environment of a vehicle control system, as shown in an exemplary embodiment of this application. Figure 2 This is a flowchart illustrating a vehicle control method in an exemplary embodiment of this application; Figure 3 This is a block diagram illustrating a vehicle control system as shown in an exemplary embodiment of this application; Figure 4 This is a schematic diagram illustrating the structure of a vehicle control system according to an exemplary embodiment of this application; Figure 5 This is a schematic diagram of the structure of an electronic device provided in one embodiment of this application. Detailed Implementation

[0018] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0019] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. The drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the shape, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0020] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the present application. However, it will be apparent to those skilled in the art that embodiments of the present application may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the present application.

[0021] As an innovative braking system, the EMB system not only simplifies the complex structure of traditional hydraulic braking systems and improves braking efficiency and response speed, but also, compared to traditional hydraulic braking systems, it no longer uses a shared braking system for diagonally opposite wheels. Instead, each wheel's brake actuator is independent and redundant. When one actuator fails, only the braking capacity of the corresponding wheel is affected, while the other three wheels can still provide normal braking force. This avoids the serious consequence of a single braking system failure in a traditional hydraulic system causing simultaneous braking failure of two diagonally opposite wheels. However, the inventors of this application have found that although the EMB system has certain advantages in redundancy design, its vehicle control scheme after the failure of one or more wheels is still imperfect. It considers load transfer in failure situations less, which not only reduces the total braking force of the vehicle but also causes the vehicle to lose control due to uneven distribution of braking force, affecting the vehicle's driving safety and stability.

[0022] Therefore, please see Figure 1 , Figure 1 This is a schematic diagram illustrating an implementation environment of a vehicle control system, as shown in an exemplary embodiment of this application. Figure 1As shown, the implementation environment may include a vehicle 110 and a vehicle control system 120. The vehicle control system 120 is embedded in the vehicle 110 and is used to control the vehicle 110. The vehicle control system 120 includes, but is not limited to, vehicle infotainment systems and on-board computers. Based on the braking status of each wheel and the principle of load transfer, it intelligently redistributes the total braking force so that in the event of brake failure, it can transfer the braking force demand of the failed wheel to the other normal wheels in a timely and effective manner, ensuring braking efficiency and braking effect. When an imbalance of braking force between the left and right sides is detected, it integrates an active steering compensation mechanism to coordinate the control of the vehicle's braking and steering, preventing the vehicle from deviating and becoming unstable due to uneven braking force between the left and right sides, thus significantly improving the vehicle's driving safety and stability.

[0023] See Figure 2 , Figure 2 This is a flowchart illustrating a vehicle control method as shown in an exemplary embodiment of this application. This method can be applied to... Figure 1 The implementation environment shown is specifically executed by the vehicle control system 120 within that implementation environment. It should be understood that this method can also be applied to other exemplary implementation environments and executed by devices in other implementation environments; this embodiment does not limit the implementation environment to which the method is applicable.

[0024] like Figure 2 As shown, in an exemplary embodiment, the vehicle control method includes at least steps S210 to S240, which are described in detail below: Step S210: Obtain vehicle driving information, including load information, braking information and speed information. Load information includes the load on each wheel, and braking information includes the total braking force and the braking status of each wheel. Step S220: Based on the load and braking status of each wheel, the total braking force is distributed to each wheel to obtain the target braking force for each wheel; Step S230: Determine the difference in braking force between the left and right sides of the vehicle based on the target braking force of each wheel, and determine the front wheel steering angle of the vehicle based on the difference in braking force between the left and right sides and the speed information. The front wheel steering angle is used to generate a reverse yaw moment to suppress the yaw moment caused by the difference in braking force between the left and right sides. Step S240: Based on the target braking force of each wheel and the front wheel turning angle, perform vehicle braking and steering control.

[0025] The loads on each wheel include the vertical loads on the left front wheel, right front wheel, left rear wheel, and right rear wheel, which can be estimated through a dynamic model or measured directly by sensors. The total braking force refers to the vehicle's braking force demand requested by the driver or planned by the autonomous driving system, which can be determined based on the driver's brake pedal input (such as pedal travel or pressure) and dynamically calculated in conjunction with the vehicle's mass, current speed, and required deceleration. The braking status of each wheel includes a failure state and a normal state, which can be determined in real time by sensors installed on various parts of the EMB and its wheels to obtain the EMB's operating status information.

[0026] In step S210, real-time vehicle driving information is acquired, including real-time vehicle speed information, real-time load of each wheel, current total braking force, and real-time braking status of each wheel, providing real-time and accurate vehicle status input for subsequent intelligent distribution of braking force and determination of front wheel steering angle.

[0027] In step S220, braking force is coordinated and distributed according to the load and braking status of each wheel. The target braking force of the wheel with brake failure is set to zero, while the wheel with a larger load is allocated a larger braking force. The braking force that should have been borne by the failed wheel is also redistributed to the other normal wheels to ensure braking performance.

[0028] In step S230, when a small difference in braking force between the left and right sides is detected (the difference in braking force between the left and right sides is less than or equal to a preset difference), the front wheel angle output by the front wheel angle generation mechanism is zero, that is, no steering compensation is performed. When a significant difference in braking force between the left and right sides is detected (the difference in braking force between the left and right sides is greater than a preset difference), the front wheel angle generation mechanism generates a front wheel angle with a specific angle value. This front wheel angle causes the front wheel to generate a lateral force, forming a yaw moment opposite to the yaw moment caused by the difference in braking force between the left and right sides, that is, a reverse yaw moment, thereby offsetting or suppressing the unexpected deviation and instability of the vehicle.

[0029] In step S240, vehicle braking control is performed based on the target braking force of each wheel. That is, a braking command is generated based on the target braking force of each wheel and sent to the braking system. Each wheel brake applies the corresponding braking force according to the command to achieve vehicle braking. Among them, the target braking force of the wheel in the braking state is zero, and the wheel in the braking state completes vehicle braking based on the applied target braking force. At the same time, vehicle steering control is performed based on the front wheel turning angle. That is, a steering command is generated based on the front wheel turning angle and sent to the steering system. The steering system adjusts the front wheel direction according to the command to achieve vehicle steering.

[0030] In this embodiment, based on the braking status of each wheel and the load transfer principle, the total braking force is intelligently redistributed so that in the event of brake failure, the braking force demand of the failed wheel can be transferred to the other normal wheels in a timely and effective manner, ensuring braking efficiency and braking effect. When an imbalance of braking force between the left and right sides is detected, an active steering compensation mechanism is integrated to prevent the vehicle from braking and becoming unstable due to uneven braking force between the left and right sides, which significantly improves the driving safety and stability of the vehicle.

[0031] For example, the braking status of each wheel can be determined in real time by sensors installed on various parts of the EMB and its wheels to obtain EMB operating status information. This means that the EMB's operating status can be diagnosed in real time using this information, which includes caliper clamping force, motor current, motor voltage, motor temperature, wheel speed, and caliper displacement. If abnormal braking signals are detected in one or more wheels, braking pressure fails to reach the set value, or braking response time is too long, the braking of the corresponding wheel is determined to have failed. Furthermore, when braking failure is determined in one or more wheels, the vehicle control method is invoked.

[0032] For example, the formula for calculating the difference in braking force between the left and right sides is: Formula (1) in, This indicates a difference in braking force between the left and right sides; Indicates the target braking force of the left front wheel; Indicates the target braking force of the right front wheel; Indicates the target braking force of the left rear wheel; This indicates the target braking force for the right rear wheel.

[0033] In this exemplary embodiment, the difference between the left and right braking forces is the difference between the total braking force on the left side and the total braking force on the right side of the vehicle. The total braking force on the left side is the sum of the target braking forces of the left front wheel and the left rear wheel, and the total braking force on the right side is the sum of the target braking forces of the right front wheel and the right rear wheel. In other words, the difference between the left and right braking forces is the total braking force of all wheels on the left side of the vehicle minus the total braking force of all wheels on the right side. Furthermore, in determining whether the difference between the left and right braking forces is less than or equal to a preset difference, or greater than a preset difference, the difference in braking forces between all wheels on the left and right sides is considered comprehensively, rather than solely judging the left and right wheels of the front axle or the left and right wheels of the rear axle.

[0034] In one embodiment, determining the front wheel steering angle of a vehicle based on the difference in braking force between the left and right sides and speed information includes: constructing a first calculation equation for the front wheel lateral force based on a vehicle yaw motion model, according to the speed information and the front wheel steering angle, wherein the front wheel steering angle is a variable; constructing a second calculation equation for the front wheel lateral force based on the torque balance principle, according to the difference in braking force between the left and right sides and the front wheel steering angle, wherein the front wheel steering angle is a variable; and solving for the front wheel steering angle based on the first and second calculation equations.

[0035] In this embodiment, considering that the braking force calculated based on the braking force redistribution strategy will result in different braking forces on both sides, which may cause serious braking deviation in emergency situations, a front wheel steering angle is calculated based on the difference and combined with the vehicle speed information when the difference between the left and right sides is large, thereby suppressing the occurrence of braking deviation.

[0036] In this embodiment, considering that the vehicle's speed information and the front wheel angle affect the front wheel lateral force, a first calculation equation for the front wheel lateral force generated by the front wheel angle can be constructed based on the vehicle yaw motion model. Since the front wheel angle is used to suppress the braking deviation and instability caused by the difference in braking force between the left and right sides, a second calculation equation for the front wheel lateral force generated by the front wheel angle can be constructed based on the torque balance principle.

[0037] In this way, by using the vehicle yaw motion model and the torque balance principle, combined with the difference in braking force and speed information on the left and right sides, a solution equation for estimating the front wheel steering angle is constructed to inversely deduce the front wheel steering angle, which significantly improves the estimation accuracy of the front wheel steering angle.

[0038] In addition, since the vehicle yaw motion model also involves other physical parameter information of the vehicle, for example, based on the vehicle yaw motion model, the first calculation equation of the front wheel lateral force is constructed according to the speed information and the front wheel steering angle. This includes: based on the vehicle yaw motion model, the first calculation equation of the front wheel lateral force is constructed according to the front wheel lateral stiffness, the first distance from the front axle to the center of gravity, the speed information and the front wheel steering angle. Here, the front wheel lateral stiffness and the first distance from the front axle to the center of gravity are the obtained physical parameter information of the vehicle, and the speed information includes longitudinal speed, lateral speed and yaw rate.

[0039] Since the torque balance principle also involves other physical parameters of the vehicle, for example, based on the torque balance principle, a second calculation equation for the front wheel lateral force is constructed according to the difference in braking force between the left and right sides and the front wheel steering angle. This includes: based on the torque balance principle, a second calculation equation for the front wheel lateral force is constructed according to the difference in braking force between the left and right sides, the vehicle width, the first distance from the front axle to the center of gravity, and the front wheel steering angle. The physical parameter information also includes the vehicle width.

[0040] Among them, the front wheel lateral stiffness and vehicle width are inherent physical parameters of the vehicle; the first distance from the front axle to the center of gravity can be determined based on the overall vehicle load distribution after the position of the center of gravity is determined; the longitudinal velocity and lateral velocity can be estimated by the vehicle state observer, and the yaw rate can be measured by the IMU (Inertial Measurement Unit).

[0041] Specifically, when a vehicle brakes, due to the difference in braking force between the left and right sides, the vehicle experiences a yaw moment around its center of mass. This yaw moment is determined by the difference in braking force between the left and right sides and the vehicle width. This yaw moment causes the vehicle to veer towards the side with less braking force. A lateral force on the front wheels can be generated by adjusting the front wheel angle in the opposite direction to achieve vehicle stability control. To ensure optimal vehicle stability, according to the principle of torque balance, the reverse yaw moment generated by this lateral force on the front wheels must be equal to the yaw moment. Therefore, using the principle of torque balance, a reverse lateral force on the front wheels is determined. Alternatively, the lateral force on the front wheels can also be determined based on a linear two-degree-of-freedom vehicle yaw motion model. Both methods involve the front wheel angle; therefore, the front wheel angle can be used as a variable, and the specific angle value of the front wheel angle can be solved by combining the calculation equations for the two front wheel lateral forces.

[0042] In this way, by combining the vehicle dynamics model and the torque balance equation, and using the real-time difference in braking force between the left and right sides of the vehicle and its motion state to infer the front wheel angle, the estimation accuracy of the front wheel angle is significantly improved, which can effectively ensure the safety and stability of vehicle braking.

[0043] For example, based on a linear two-degree-of-freedom vehicle yaw motion model, the first equation for calculating the front wheel lateral force is: Formula (2) in, Indicates the lateral force on the front wheel; Indicates the front wheel lateral stiffness; Indicates the front wheel steering angle; Indicates lateral velocity; Indicates longitudinal velocity; Indicates yaw rate; This represents the first distance from the front axle to the center of gravity; For example, the formula for calculating the yaw moment is: Formula (3) in, Indicates yaw moment; This indicates a difference in braking force between the left and right sides; Indicates the width of the vehicle; The formula for calculating the reverse yaw moment is: Formula (4) in, Indicates the reverse yaw moment; Indicates the lateral force on the front wheel; This represents the first distance from the front axle to the center of gravity; Indicates the front wheel steering angle; Based on the principle of torque balance The second equation for calculating the lateral force of the front wheel is obtained as follows: Formula (5) in, Indicates the lateral force on the front wheel; This indicates a difference in braking force between the left and right sides; Indicates the width of the vehicle; This represents the first distance from the front axle to the center of gravity; Indicates the front wheel steering angle; Therefore, based on the first and second calculation equations, the solution equation for the front wheel steering angle can be obtained, and thus the front wheel steering angle can be calculated. The solution equation for the front wheel steering angle is: Formula (6) in, This indicates a difference in braking force between the left and right sides; Indicates the width of the vehicle; This represents the first distance from the front axle to the center of gravity; Indicates the front wheel steering angle; Indicates the front wheel lateral stiffness; Indicates lateral velocity; Indicates longitudinal velocity; This represents the yaw rate.

[0044] The above formula (6) can be simplified to: Formula (7) Therefore, the equation for solving the front wheel steering angle is a transcendental equation (a mixed equation containing trigonometric functions and polynomials), because trigonometric functions... With linear function Due to the nonlinear coupling, the equation does not have an analytical solution expressed by elementary functions and needs to be solved approximated by numerical methods.

[0045] In one possible embodiment, the front wheel steering angle is solved using a bisection method as follows: An initial interval for the front wheel steering angle is obtained, and a front wheel steering angle function is set based on the equation for solving the front wheel steering angle; the first intermediate value of the initial interval is taken, and the left and right interval values ​​of the initial interval, along with the first intermediate value, are substituted into the front wheel steering angle function for calculation; if the front wheel steering angle function value under the first intermediate value is zero, then the first intermediate value is used as the front wheel steering angle; if the front wheel steering angle function value under the first intermediate value is not zero, a new interval is determined based on the left interval value and the first intermediate value, provided that the product of the front wheel steering angle function value under the left interval value and the front wheel steering angle function value under the first intermediate value is less than zero; a new interval is determined based on the first intermediate value and the right interval value, provided that the product of the front wheel steering angle function value under the first intermediate value and the front wheel steering angle function value under the right interval value is less than zero; the second intermediate value of the new interval is taken, and the iteration is repeated until the interval length is less than a preset length threshold to obtain the target interval; the third intermediate value of the target interval is taken as the front wheel steering angle.

[0046] As one possible embodiment, the front wheel steering angle function is: Formula (8) in, Represents the front wheel steering angle function; This indicates a difference in braking force between the left and right sides; Indicates the width of the vehicle; This represents the first distance from the front axle to the center of gravity; Indicates the front wheel steering angle; Indicates the front wheel lateral stiffness; Indicates lateral velocity; Indicates longitudinal velocity; This represents the yaw rate.

[0047] For example, the initial interval is Then the first intermediate value and calculate , , ,like ,but The solution is the angle value of the front wheel steering angle; if The new interval is The solution is in inside, if The new interval is The solution is in Continue iterating by taking the median value within the new interval until the interval length is less than the preset length threshold. (like If we calculate the target interval, we obtain the target interval, and finally take the midpoint of the target interval as the solution.

[0048] For example, the initial interval is an inherent parameter of the vehicle, determined based on the specific vehicle, such as... .

[0049] In one embodiment, after determining the front wheel steering angle of the vehicle, the method further includes: acquiring physical parameter information of the vehicle and road information, wherein the physical parameter information includes center of gravity position information; constructing a state space of the vehicle based on speed information, target braking force of each wheel, front wheel steering angle, braking state of each wheel, center of gravity position information and road information; inputting the state space into a steering angle correction model to obtain a corrected front wheel steering angle, so as to perform vehicle steering control based on the corrected front wheel steering angle, wherein the steering angle correction model is trained based on state space samples constructed from center of gravity position information, road information, load information, braking information and speed information.

[0050] Among them, the center of gravity position information includes the center of gravity sideslip angle; the road information includes the road surface adhesion coefficient; the speed information includes the yaw rate and the longitudinal speed; and the target braking force of each wheel is used to reflect the difference in braking force between the front axle and the rear axle of the vehicle.

[0051] Therefore, the vehicle's state space is constructed based on speed information, target braking force of each wheel, front wheel turning angle, braking state of each wheel, center of gravity position information, and road information. Specifically, the vehicle's state space is constructed based on yaw rate, longitudinal speed, front axle braking force difference, rear axle braking force difference, front wheel turning angle, road surface adhesion coefficient, braking state of each wheel, and center of gravity sideslip angle.

[0052] For example, the formula for calculating the front axle braking force difference is: Formula (9) in, This indicates poor braking force on the front axle; Indicates the target braking force of the left front wheel; Indicates the target braking force of the right front wheel; The formula for calculating the difference in braking force on the rear axle is: Formula (10) in, This indicates poor braking force at the rear axle; Indicates the target braking force of the left rear wheel; This indicates the target braking force for the right rear wheel.

[0053] For example, the state space is:

[0054] in, Indicates yaw rate; Indicates the centroid sideslip angle; Indicates longitudinal velocity; This indicates poor braking force on the front axle; This indicates poor braking force at the rear axle; Indicates the front wheel steering angle; Indicates the road surface adhesion coefficient; These correspond to the braking status of the four wheels (1 indicates a failure state, and 0 indicates a normal state).

[0055] In this embodiment, considering that the front wheel steering angle estimated solely based on physical characteristics has insufficient accuracy under complex working conditions, in order to further ensure the driving safety and stability of the vehicle under braking failure, a reinforcement learning mechanism is introduced on the basis of the physical algorithm to establish a steering angle correction model adapted to complex working conditions, so as to optimize and correct the calculated front wheel steering angle. Furthermore, the steering angle correction model incorporates the braking status of all four wheels, enabling the agent to perceive the specific location and state of braking failure, thereby enhancing the model's decision robustness in braking failure scenarios and improving the accuracy of yaw moment cancellation.

[0056] Furthermore, after inputting the state space into the steering angle correction model, the output motion space A can be the correction amount of the front wheel steering angle, or it can be the corrected front wheel steering angle directly. If the motion space is defined as the correction amount of the front wheel steering angle, that is... Its value range is determined by the vehicle's physical constraints. If the boundary interval of the front wheel steering angle is... ,but The interval is also The corrected front wheel steering angle is .

[0057] In one embodiment, the training method of the steering angle correction model includes: constructing a reinforcement learning model and a reward function for the reinforcement learning model, wherein the reward function includes a yaw rate deviation term, a center of gravity sideslip angle deviation term, and a penalty term, the penalty term being used to constrain the overcorrection of the front wheel steering angle; iteratively training the reinforcement learning model based on state space samples, and obtaining the steering angle correction model when a preset convergence condition is met.

[0058] Among them, the yaw rate deviation refers to the deviation between the yaw rate generated based on the expected front wheel steering angle and the actual yaw rate, and the centroid sideslip angle deviation refers to the deviation between the centroid sideslip angle generated based on the expected front wheel steering angle and the actual centroid sideslip angle; in addition, the preset convergence conditions include, but are not limited to, the change in the reward function value being less than a set threshold, the number of training sessions reaching a set threshold, and the change in the performance indicators of the reinforcement learning model (such as accuracy, mean squared error, etc.) being less than a set threshold.

[0059] In this embodiment, in order to ensure the correction effect of the front wheel steering angle, a reward function is constructed that includes yaw rate deviation, centroid sideslip angle deviation and front wheel steering angle correction constraints. This function guides the reinforcement learning model to learn how to accurately correct the front wheel steering angle during iterative training, so that the steering angle correction model has good dynamic adaptability and control robustness.

[0060] For example, the reward function is: Formula (11) in, This represents the reward function value; The weighting coefficient representing the deviation of yaw rate; Indicates the deviation of yaw rate; This indicates the yaw rate deviation term; The weighting coefficient representing the deviation of the centroid sideslip angle; Indicates the deviation of the centroid sideslip angle; This indicates the deviation term of the centroid sideslip angle; Represents the weighting coefficient of the penalty factor; Indicates the penalty factor; This indicates a penalty.

[0061] In this exemplary embodiment, , , It can be adjusted according to control priority, for example =0.4, =0.4, =0.2, of course, , , The specific settings can be customized according to the specific circumstances and requirements; however, the embodiments in this application do not specify... , , The specific values ​​are limited.

[0062] For example, the penalty factor is set based on the relationship between the absolute value of the front wheel steering angle correction and the maximum allowable correction. The expression for the penalty factor is: Formula (12) in, Indicates the penalty factor. This indicates the correction amount for the front wheel steering angle; Indicates the maximum allowable correction amount; This represents the penalty coefficient.

[0063] In one possible embodiment, the state space samples include state space samples under various collected centroid position information, various road information, various load information, various braking information, and various speed information, as well as state space samples generated using a vehicle dynamics simulation model. This approach utilizes real data to reflect actual driving characteristics while using simulation data to compensate for deficiencies in extreme or rare operating conditions.

[0064] In one possible embodiment, the data in the state space samples are normalized before being input into the reinforcement learning model for training. This improves the stability and efficiency of model training.

[0065] In one possible embodiment, new state-space samples are continuously collected during vehicle operation to update the steering angle correction model online. This allows the steering angle correction model to adapt promptly to changes in vehicle parameters and various new operating conditions, ensuring effective correction of the front wheel steering angle under complex conditions.

[0066] In one embodiment, the method for determining the load of each wheel includes: if the lateral acceleration of the vehicle is less than a preset first speed threshold, then the loads of the front axle and rear axle of the vehicle are evenly distributed between the left and right wheels of the corresponding axles to obtain the load of each wheel; if the lateral acceleration is greater than or equal to the first speed threshold and less than a preset second speed threshold, then the loads of the front axle and rear axle are weighted and distributed between the left and right wheels of the corresponding axles according to the ratio of the loads on the left and right sides of the vehicle to obtain the load of each wheel; if the lateral acceleration is greater than or equal to the second speed threshold, then the loads of the left and right sides are weighted and distributed between the front and rear wheels of the corresponding sides according to the ratio of the loads on the front and rear axles to obtain the load of each wheel; wherein the speed information includes lateral acceleration, and the load information also includes the loads of the front axle and rear axle and the loads of the left and right sides.

[0067] Among them, the front axle and rear axle loads include the total load of the front axle wheels and the total load of the rear axle wheels of the vehicle, and the left and right side loads include the total load of the left side wheels and the total load of the right side wheels of the vehicle; the first speed threshold and the second speed threshold are both lateral acceleration thresholds, which can be set according to specific needs or circumstances.

[0068] In this embodiment, considering that when the lateral acceleration is small, the left and right loads can be considered uniformly distributed, while as the lateral acceleration gradually increases, load transfer between the left and right sides begins to occur. When the lateral acceleration has not yet reached a large level, the vehicle has a certain degree of tilt, but the front and rear suspension systems respond relatively independently and are not fully linked. However, when the lateral acceleration reaches a large level, the vehicle body tilts significantly, forming obvious height differences between the left and right sides. The linkage effect of the suspension system is enhanced, and the load transfer exhibits cross-axle coupling characteristics. Therefore, a first speed threshold and a second speed threshold are set to evenly distribute the front and rear axle loads between the left and right wheels of the corresponding axles at lower lateral accelerations. At medium lateral accelerations, the load transfer between the left and right sides of the vehicle is mainly reflected in the independent response of each axle. Therefore, it is more reasonable to distribute the loads based on the front and rear axle loads according to the proportion of the left and right sides. At higher lateral accelerations, the vehicle tilts severely, forming obvious height differences between the left and right sides. At this time, the left and right sides should be regarded as two vertical load-bearing surfaces, and the total load on each side should be distributed downwards according to the proportion of the front and rear axle loads to more realistically reflect the actual load distribution.

[0069] In addition, the loads on the front and rear axles of the vehicle are evenly distributed between the left and right wheels of the corresponding axles to obtain the load on each wheel. That is, the total load of the front axle wheels is evenly distributed to the left front wheel and the right front wheel, and the total load of the rear axle wheels is evenly distributed to the left and right wheels and the right rear wheel. According to the ratio of the loads on the left and right sides of the vehicle, the loads on the front and rear axles are weighted and distributed between the left and right wheels of the corresponding axles. That is, according to the ratio of the loads on the left and right sides, the total load of the front axle wheels is distributed to the left front wheel and the right front wheel, and the total load of the rear axle wheels is distributed to the left and right wheels and the right rear wheel. According to the ratio of the loads on the front and rear axles, the loads on the left and right sides are weighted and distributed between the front and rear wheels of the corresponding sides to obtain the load on each wheel. That is, according to the ratio of the loads on the front and rear axles, the total load of the left wheels is distributed to the left front wheel and the left rear wheel, and the total load of the right wheels is distributed to the right front wheel and the right rear wheel.

[0070] In this way, by combining the load transfer characteristics of the vehicle's left and right sides and front and rear, and by segmenting and distributing the load of each wheel according to the magnitude of the lateral acceleration, the accuracy of the load estimation of each wheel under different working conditions is effectively improved.

[0071] For example, if The formula for calculating the load on each wheel is: Formula (13) Formula (14) like The formula for calculating the load on each wheel is: Formula (15) Formula (16) Formula (17) Formula (18) like The formula for calculating the load on each wheel is: Formula (19) Formula (20) Formula (21) Formula (22) in, Indicates lateral acceleration; Indicates the first speed threshold; Indicates the second speed threshold; This indicates the load on the left front wheel; This indicates the load on the right front wheel; This indicates the load on the left rear wheel; This indicates the load on the right rear wheel; Indicates the total load on the front axle wheels; Indicates the total load on the rear axle wheels; Indicates the total load on the left wheel; This indicates the total load on the right wheel.

[0072] In one embodiment, the method for determining the front axle and rear axle loads and the left and right side loads includes: acquiring physical parameter information of the vehicle and road information, wherein the physical parameter information includes mass information, center of gravity position information and wheel position information; determining the front axle and rear axle loads based on the mass information, center of gravity position information, wheel position information, road information and longitudinal acceleration, wherein the speed information also includes longitudinal acceleration; and determining the left and right side loads based on the mass information, center of gravity position information, wheel position information, road information and lateral acceleration.

[0073] The information includes: mass information (vehicle mass); center of gravity location information (center of gravity height, first distance from center of gravity to front axle, second distance from center of gravity to rear axle); wheel position information (vehicle track width and wheel width); and road information (longitudinal slope).

[0074] Therefore, based on mass information, center of gravity position information, wheel position information, road information, and longitudinal acceleration, the front and rear axle loads are determined. Specifically, the vehicle's mass, wheelbase, center of gravity height, first distance from the center of gravity to the front axle, second distance from the center of gravity to the rear axle, longitudinal acceleration, gravitational acceleration, and longitudinal slope are calculated to obtain the front and rear axle loads. Based on mass information, center of gravity position information, wheel position information, road information, and longitudinal acceleration, the front and rear axle loads are determined. Specifically, the vehicle's wheelbase, mass, center of gravity height, gravitational acceleration, lateral acceleration, and longitudinal slope are calculated to obtain the left and right side loads.

[0075] In this embodiment, considering that when a vehicle brakes or accelerates, the axle load on the front axle increases and the axle load on the rear axle decreases due to acceleration and deceleration, and that when the vehicle turns, the load on the outer side increases and the load on the inner side decreases due to centrifugal force, a load transfer phenomenon occurs when the vehicle accelerates, decelerates, and turns. This load transfer is influenced by multiple factors during the driving process. Therefore, by combining the vehicle's mass information, center of gravity position information, wheel position information, and road information, specifically parameters such as the road's longitudinal slope, vehicle mass, wheelbase, track width, center of gravity height, and distance between the front and rear axles and the center of gravity, and by integrating the vehicle's longitudinal acceleration and lateral acceleration, the loads on the front and rear axles, as well as the loads on the left and right sides, are dynamically calculated. This allows for a more accurate reflection of the actual load distribution of the vehicle under various complex driving conditions, improving the accuracy of the estimation of the loads on the front and rear axles, as well as the loads on the left and right sides.

[0076] For example, the formula for calculating the total load on the front axle wheels during acceleration and deceleration is: Formula (23) The formula for calculating the total load on the rear axle wheels is: Formula (24) in, Indicates the total load on the front axle wheels; Indicates the total load on the rear axle wheels; Indicates wheelbase; This represents the first distance from the center of gravity to the front axle; This represents the second distance from the center of mass to the rear axle; Indicates quality; Indicates the height of the center of mass; Indicates longitudinal acceleration; Indicates longitudinal slope; It represents the acceleration due to gravity.

[0077] When steering intervention is present, the formula for calculating the total load on the left wheel is: Formula (25) The formula for calculating the total load on the right wheel is: Formula (26) in, Indicates the total load on the left wheel; Indicates the total load on the right wheel; Indicates wheel track; Indicates quality; Indicates the height of the center of mass; Indicates lateral acceleration; Indicates longitudinal slope; It represents the acceleration due to gravity.

[0078] In one embodiment, the total braking force is distributed to each wheel according to the load and braking state of each wheel to obtain the target braking force of each wheel, including: determining the braking force distribution ratio of each wheel according to the load and braking state of each wheel, wherein if the braking state of the target wheel is in a failed state, the braking force distribution ratio of the target wheel is zero; and calculating the braking force distribution ratio of each wheel with the total braking force to obtain the target braking force of each wheel.

[0079] In this embodiment, if the braking state of a wheel is in a failed state, the load configuration of the wheel is zero, that is, the braking force distribution ratio of the wheel is also zero. Therefore, the target braking force allocated to the wheel is zero, and the total braking force is distributed to each normal wheel based on the braking force distribution ratio of the other normal wheels.

[0080] In this embodiment, the effective load ratio of each wheel is dynamically determined by combining the load of each wheel with the number and location of the failed wheels, and the braking force is accurately redistributed to the normal wheels to ensure that the failed wheels do not participate in the distribution of braking force.

[0081] For example, the formula for calculating the target braking force of each wheel is: Formula (27) Formula (28) Formula (29) Formula (30) in, Indicates the target braking force of the left front wheel; Indicates the target braking force of the right front wheel; Indicates the target braking force of the left rear wheel; Indicates the target braking force of the right rear wheel; This indicates the load on the left front wheel; This indicates the load on the right front wheel; This indicates the load on the left rear wheel; This indicates the load on the right rear wheel; Indicates total braking force.

[0082] The aforementioned vehicle control method first acquires the vehicle's driving information, including load information, braking information, and speed information. Load information includes the load on each wheel, and braking information includes the total braking force and the braking status of each wheel. Then, based on the load and braking status of each wheel, the total braking force is distributed to each wheel to obtain the target braking force for each wheel. Next, based on the target braking force of each wheel, the difference in braking force between the left and right sides of the vehicle is determined. Finally, based on the difference in braking force between the left and right sides and the speed information, the front wheel steering angle is determined. This front wheel steering angle is used to generate a counter-yawing moment to suppress the yawing force caused by the difference in braking force between the left and right sides. Finally, based on the target braking force of each wheel and the front wheel turning angle, the vehicle's braking and steering are controlled. Based on the braking state of each wheel and the load transfer principle, the total braking force is intelligently redistributed so that in the event of brake failure, the braking force demand of the failed wheel can be transferred to the other normal wheels in a timely and effective manner, ensuring braking efficiency and effect. When an imbalance of braking force between the left and right sides is detected, an active steering compensation mechanism is integrated to coordinate the control of the vehicle's braking and steering, preventing the vehicle from deviating and becoming unstable due to uneven braking force between the left and right sides, thus significantly improving the vehicle's driving safety and stability.

[0083] See Figure 3 , Figure 3 This is a block diagram illustrating a vehicle control system as an exemplary embodiment of this application. The system can be applied to... Figure 1 The implementation environment shown is intended to illustrate the system, but it should be understood that the system can also be applied to other exemplary implementation environments. This embodiment does not limit the implementation environment to which the system is applicable.

[0084] like Figure 3 As shown, in an exemplary embodiment, the vehicle control system 300 includes at least an acquisition module 310, an allocation module 320, a determination module 330, and a control module 340, which are described in detail below: The acquisition module 310 is used to acquire vehicle driving information, including load information, braking information and speed information. The load information includes the load of each wheel, and the braking information includes the total braking force and the braking status of each wheel. The distribution module 320 is used to distribute the total braking force to each wheel according to the load and braking status of each wheel, so as to obtain the target braking force of each wheel; The determination module 330 is used to determine the difference between the left and right braking forces of the vehicle based on the target braking force of each wheel, and to determine the front wheel steering angle of the vehicle based on the difference between the left and right braking forces and the speed information. The front wheel steering angle is used to generate a reverse yaw moment to suppress the yaw moment caused by the difference between the left and right braking forces. The control module 340 is used to control the braking and steering of the vehicle based on the target braking force of each wheel and the front wheel turning angle.

[0085] It should be noted that the vehicle control system provided in the above embodiments and the vehicle control method provided in the above embodiments belong to the same concept. The content of the operation performed by each module has been described in detail in the method embodiments, and will not be repeated here.

[0086] This application also provides a vehicle control system, including: a controller, which uses the vehicle control method described above to determine the target braking force and front wheel steering angle of each wheel of the vehicle; a plurality of brakes, each connected to the controller and acting on each wheel of the vehicle, for performing braking operations of the vehicle in response to braking commands issued by the controller, wherein the braking commands carry the target braking force of each wheel; and a steering system, connected to the controller via a steering motor, for performing steering operations of the vehicle in response to steering commands issued by the controller, wherein the steering commands carry the front wheel steering angle.

[0087] See Figure 4 , Figure 4 This is a schematic diagram illustrating the structure of a vehicle control system according to an exemplary embodiment of this application. Figure 4 As shown, the vehicle control system includes a vehicle controller (i.e., the controller mentioned above), a steering gear, a steering motor, and left front EMB, right front EMB, left rear EMB, and right rear EMB (i.e., multiple brakes mentioned above) for braking the four wheels (left front, right front, left rear, and right rear). The vehicle controller, as the core control unit, communicates bidirectionally with the EMB systems of the four wheels via a proprietary CAN (Controller Area Network) bus, CAN1. Upon receiving braking commands from the vehicle controller, each wheel's EMB applies braking force to each wheel based on its physical contact connection, thus achieving vehicle braking. Simultaneously, the vehicle controller connects to the steering motor via the proprietary CAN2. The steering motor is physically connected to the steering gear, which in turn is physically connected to the left and right front wheels. This allows the vehicle controller to send steering commands to the steering motor, which in turn drives the steering gear to steer the left and right front wheels, thereby achieving vehicle steering control. In addition, the vehicle control system also includes a vehicle inertial sensor. The vehicle controller is connected to the vehicle inertial sensor via a public CAN bus to receive the dynamic information of the vehicle in real time, which is collected by the vehicle inertial sensor, to assist in the calculation of braking force distribution and front wheel steering angle.

[0088] In this way, by making full use of existing sensor and actuator resources, vehicle stability control is achieved without the need to add too much additional hardware, thus reducing vehicle manufacturing costs. Furthermore, since it does not rely on complex hardware redundancy design, the reliability and maintainability of the system are improved.

[0089] This application also provides a vehicle, including a processor and a storage device, the storage device being used to store a program that, when executed by the processor, causes the vehicle to perform the vehicle control method described above, or a vehicle control system as described above.

[0090] See Figure 5 , Figure 5 This is a schematic diagram of the structure of an electronic device provided in one embodiment of this application. Figure 5 A schematic diagram of a computer system suitable for implementing the embodiments of this application is shown. It should be noted that... Figure 5 The computer system 500 of the electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0091] like Figure 5 As shown, the computer system 500 includes a Central Processing Unit (CPU) 501, which can perform various appropriate actions and processes, such as executing the methods described in the above embodiments, based on programs stored in Read-Only Memory (ROM) 502 or programs loaded from storage portion 508 into Random Access Memory (RAM) 503. The RAM 503 also stores various programs and data required for system operation. The CPU 501, ROM 502, and RAM 503 are interconnected via a bus 504. An Input / Output (I / O) interface 505 is also connected to the bus 504.

[0092] The following components are connected to I / O interface 505: an input section 506 including a keyboard, mouse, etc.; an output section 507 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 508 including a hard disk, etc.; and a communication section 509 including a network interface card such as a LAN (Local Area Network) card, modem, etc. The communication section 509 performs communication processing via a network such as the Internet. A drive 510 is also connected to I / O interface 505 as needed. Removable media 511, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 510 as needed so that computer programs read from them can be installed into storage section 508 as needed.

[0093] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including a computer program for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 509, and / or installed from removable medium 511. When the computer program is executed by central processing unit (CPU) 501, it performs various functions defined in the system of this application.

[0094] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a computer's processor, causes the computer to perform the vehicle control method described above. This computer-readable storage medium may be included in the electronic device described in the above embodiments, or it may exist independently and not deployed within that electronic device.

[0095] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0096] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this application should still be covered by the claims of this application.

Claims

1. A vehicle control method, characterized in that, The method includes: The vehicle's driving information is obtained, including load information, braking information, and speed information. The load information includes the load on each wheel, and the braking information includes the total braking force and the braking status of each wheel. Based on the load and braking state of each wheel, the total braking force is distributed to each wheel to obtain the target braking force for each wheel; The left and right braking force difference of the vehicle is determined based on the target braking force of each wheel, and the front wheel steering angle of the vehicle is determined based on the left and right braking force difference and the speed information, wherein the front wheel steering angle is used to generate a reverse yaw moment to suppress the yaw moment caused by the left and right braking force difference. The vehicle's braking and steering are controlled based on the target braking force of each wheel and the front wheel angle.

2. The vehicle control method according to claim 1, characterized in that, Determining the front wheel steering angle of the vehicle based on the difference in braking force between the left and right sides and the speed information includes: Based on the vehicle yaw motion model, a first calculation equation for the front wheel lateral force is constructed according to the speed information and the front wheel steering angle, wherein the front wheel steering angle is a variable; Based on the principle of torque balance, a second calculation equation for the front wheel lateral force is constructed according to the difference between the left and right braking forces and the front wheel steering angle, wherein the front wheel steering angle is a variable; The front wheel steering angle is determined based on the first and second calculation equations.

3. The vehicle control method according to claim 1, characterized in that, After determining the front wheel steering angle of the vehicle, the method further includes: The vehicle's physical parameter information and road information are acquired, wherein the physical parameter information includes the centroid position information; The vehicle's state space is constructed based on the speed information, the target braking force of each wheel, the front wheel steering angle, the braking state of each wheel, the center of gravity position information, and the road information. The state space is input into the steering angle correction model to obtain the corrected front wheel steering angle, so as to perform vehicle steering control based on the corrected front wheel steering angle. The steering angle correction model is obtained by training based on state space samples constructed from center of mass position information, road information, load information, braking information and speed information.

4. The vehicle control method according to claim 3, characterized in that, The training methods for the corner correction model include: Construct a reinforcement learning model and its reward function, wherein the reward function includes a yaw rate deviation term, a center of gravity sideslip angle deviation term, and a penalty term, wherein the penalty term is used to constrain the overcorrection of the front wheel steering angle; The reinforcement learning model is iteratively trained based on the state space samples, and the corner correction model is obtained when the preset convergence condition is met.

5. The vehicle control method according to claim 1, characterized in that, The method for determining the load on each wheel includes: If the lateral acceleration of the vehicle is less than a preset first speed threshold, the loads on the front and rear axles of the vehicle are evenly distributed between the left and right wheels of the corresponding axles to obtain the loads on each wheel. If the lateral acceleration is greater than or equal to the first speed threshold and less than the preset second speed threshold, then the front axle and rear axle loads are weighted and distributed between the left and right wheels of the corresponding axles according to the ratio of the loads on the left and right sides of the vehicle, so as to obtain the loads on each wheel. If the lateral acceleration is greater than or equal to the second speed threshold, then according to the ratio of the front axle and rear axle loads, the left and right loads are weighted and distributed between the front and rear wheels on the corresponding sides to obtain the loads of each wheel; The speed information includes the lateral acceleration, and the load information includes the front axle and rear axle loads and the left and right side loads.

6. The vehicle control method according to claim 5, characterized in that, The methods for determining the front axle and rear axle loads and the left and right side loads include: The vehicle's physical parameter information and road information are acquired, wherein the physical parameter information includes mass information, center of gravity position information, and wheel position information; The front axle and rear axle loads are determined based on the mass information, the center of gravity position information, the wheel position information, the road information, and the longitudinal acceleration, wherein the velocity information also includes the longitudinal acceleration; The left and right loads are determined based on the mass information, the center of gravity position information, the wheel position information, the road information, and the lateral acceleration.

7. The vehicle control method according to any one of claims 1 to 6, characterized in that, The step of distributing the total braking force to each wheel based on the load and braking state of each wheel to obtain the target braking force for each wheel includes: Based on the load and braking state of each wheel, the braking force distribution ratio of each wheel is determined, wherein if the braking state of the target wheel is ineffective, the braking force distribution ratio of the target wheel is zero. The braking force distribution ratio of each wheel is calculated in relation to the total braking force to obtain the target braking force for each wheel.

8. A vehicle control system, characterized in that, The system includes: The acquisition module is used to acquire vehicle driving information, wherein the driving information includes load information, braking information and speed information, the load information includes the load of each wheel, and the braking information includes the total braking force and the braking status of each wheel; The distribution module is used to distribute the total braking force to each wheel according to the load and braking state of each wheel, so as to obtain the target braking force of each wheel; The determination module is used to determine the difference between the left and right braking forces of the vehicle based on the target braking force of each wheel, and to determine the front wheel steering angle of the vehicle based on the difference between the left and right braking forces and the speed information, wherein the front wheel steering angle is used to generate a reverse yaw moment to suppress the yaw moment caused by the difference between the left and right braking forces. The control module is used to control the braking and steering of the vehicle based on the target braking force of each wheel and the front wheel steering angle.

9. A vehicle control system, characterized in that, The system includes: The controller, using the vehicle control method as described in any one of claims 1 to 7, determines the target braking force and front wheel steering angle of each wheel of the vehicle; Multiple brakes are connected to the controller and act on each wheel of the vehicle to perform braking operations in response to braking commands issued by the controller, wherein the braking commands carry the target braking force of each wheel. The steering gear, connected to the controller via a steering motor, is used to perform vehicle steering operations in response to steering commands issued by the controller, wherein the steering commands carry the front wheel angle.

10. A vehicle, characterized in that, It includes a processor and a storage device, the storage device being used to store a program that, when executed by the processor, causes the vehicle to perform the vehicle control method as described in any one of claims 1 to 7, or includes the vehicle control system as described in claim 8 or 9.

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