Vehicle control method and device, vehicle, medium and product

Abstract

Embodiments of the present application provide a vehicle control method, device, vehicle, medium and product. The method comprises: when it is detected that the vehicle is wading, determining a state of the vehicle. If the state is a floating water state, determining a first rotating speed of a propeller and a second rotating speed of a wheel-side motor based on driver intention data, an ability state of the propeller and an ability state of the wheel-side motor, controlling the propeller according to the first rotating speed, and controlling the wheel-side motor according to the second rotating speed. If the state is a water entry state or a water exit state, performing torque distribution for front and rear axles of the vehicle to obtain front axle demand torque and rear axle demand torque, and controlling the vehicle according to the front axle demand torque and the rear axle demand torque. The method is used to improve the technical effect of power utilization rate of the vehicle.

Description

Technical Field

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

[0002] In real-world applications, off-road vehicles, special-purpose vehicles, and rescue vehicles often need to traverse roads flooded by heavy rain, flooded bridges, shallow riverbeds, reservoir edges, or areas prone to sudden flooding. Under these conditions, vehicles undergo a continuous process of moving from land into water, floating on the water, and then returning to land, placing extremely high demands on their adaptability to all working conditions.

[0003] Currently, in the aforementioned water-related scenarios, the propeller's drive motor drives the propeller blades to rotate at high speed. The rotating blades propel the water backward at an accelerated speed. As the water is pushed backward, it provides a forward reaction force to the propeller, thus propelling the entire vehicle forward through the water.

[0004] However, existing technologies suffer from wasted driving force. Summary of the Invention

[0005] This application provides vehicle control methods, devices, vehicles, media, and products to improve the utilization rate of driving force.

[0006] In a first aspect, embodiments of this application provide a vehicle control method applied to a vehicle, wherein a thruster and wheel-side motors are deployed in the vehicle, and the method includes:

[0007] When a vehicle is detected to be wading through water, its current state is determined.

[0008] If the state is floating, then based on the driver's intention data, the capability status of the thruster, and the capability status of the wheel-side motor, the first rotational speed of the thruster and the second rotational speed of the wheel-side motor are determined;

[0009] The thruster is controlled according to the first rotational speed, and the wheel-side motor is controlled according to the second rotational speed;

[0010] If the state is in the water entry state or the water exit state, then the torque is distributed between the front and rear axles of the vehicle to obtain the required torque for the front axle and the required torque for the rear axle.

[0011] The vehicle is controlled based on the required torque of the front axle and the required torque of the rear axle.

[0012] In one possible implementation, the torque distribution to the front and rear axles of the vehicle to obtain the required torque for the front axle and the required torque for the rear axle includes:

[0013] Based on the driver intent data, actual vehicle speed, front axle load, and rear axle load, the required torque for the front axle and the required torque for the rear axle are determined.

[0014] In one possible implementation, determining the required torque for the front axle and the required torque for the rear axle based on the driver intention data, actual vehicle speed, front axle load, and rear axle load includes:

[0015] The total required torque is determined based on the driver's intention data, the actual vehicle speed, the preset vehicle speed threshold, the vehicle mass, the rolling resistance coefficient, the road gradient, and the tire radius.

[0016] Based on the front axle load, the rear axle load, the average wheel speed of the front axle, and the average wheel speed of the rear axle, determine the torque distribution coefficient of the front axle and the torque distribution coefficient of the rear axle;

[0017] The required torque for the front axle and the required torque for the rear axle are determined based on the torque distribution coefficient of the front axle, the torque distribution coefficient of the rear axle, and the total required torque.

[0018] In one possible implementation, determining the total required torque based on the driver intention data, the actual vehicle speed, a preset vehicle speed threshold, vehicle mass, rolling resistance coefficient, road gradient, and tire radius includes:

[0019] Based on the driver's intention data and the actual vehicle speed, determine the basic total torque requirement;

[0020] The total torque required for correction is determined based on the preset vehicle speed threshold, the actual vehicle speed, the vehicle mass, the rolling resistance coefficient, the road gradient, and the tire radius.

[0021] The smaller of the base total demand torque and the modified total demand torque is determined as the total demand torque.

[0022] In one possible implementation, determining the torque distribution coefficient of the front axle and the torque distribution coefficient of the rear axle based on the front axle load, the rear axle load, the average wheel speed of the front axle, and the average wheel speed of the rear axle includes:

[0023] The value obtained by dividing the front axle load by the rear axle load is determined as the basic torque distribution coefficient of the rear axle.

[0024] Based on the average wheel speed of the front axle and the average wheel speed of the rear axle, determine the corrected torque distribution coefficient of the rear axle;

[0025] The product of the base torque distribution coefficient of the rear axle and the modified torque distribution coefficient of the rear axle is determined as the torque distribution coefficient of the rear axle.

[0026] The torque distribution coefficient of the front axle is determined based on the torque distribution coefficient of the rear axle.

[0027] In one possible implementation, determining the vehicle's state upon detecting that the vehicle has entered water includes:

[0028] When the vehicle is detected to be wading through water, the vehicle's state is determined based on the vehicle's suspension holding force, vehicle attitude data, and the vehicle's immersion depth collected by the water depth sensor.

[0029] In one possible implementation, determining the first rotational speed of the propeller and the second rotational speed of the wheel-side motor based on driver intention data, the capability status of the propeller, and the capability status of the wheel-side motor includes:

[0030] The weight of the thruster is determined based on the capability status of the thruster and the capability status of the wheel-side motor;

[0031] Based on the driver's intention data and the weight of the thruster, the first rotational speed of the thruster and the second rotational speed of the wheel-side motor are determined.

[0032] In one possible implementation, determining the weight of the thruster based on the capability state of the thruster and the capability state of the wheel-side motor includes:

[0033] The weight of the thruster is determined based on the driver intention data, vehicle posture data, the capability status of the thruster, and the capability status of the wheel-side motor.

[0034] In one possible implementation, determining the weight of the thruster based on the driver intention data, vehicle posture data, the thruster's capability status, and the wheel-side motor's capability status includes:

[0035] The first sub-weight of the thruster is determined based on the capability status of the thruster and the capability status of the wheel-side motor;

[0036] Based on the driver's intention data, determine the second sub-weight of the thruster;

[0037] Based on the vehicle attitude data, the third sub-weight of the thruster is determined;

[0038] The product of the first sub-weight, the second sub-weight, and the third sub-weight is determined as the weight of the thruster.

[0039] In one possible implementation, the capability status includes fault-free, capability-limited, and inoperable; determining the first sub-weight of the thruster based on the capability status of the thruster and the capability status of the wheel-side motor includes:

[0040] If the capability status of the thruster is fault-free, then the first sub-weight of the thruster is determined to be 1;

[0041] If the capability state of the thruster is that it cannot be driven, then the first sub-weight of the thruster is determined to be 0;

[0042] If the capability state of the thruster is limited and the capability state of the wheel-side motor is undriveable, then the first sub-weight of the thruster is determined to be 1.

[0043] If the propeller's capability status is limited and the wheel-side motor's capability status is not undriveable, then the preset maximum vehicle speed corresponding to the preset maximum rotational speed of the propeller is determined.

[0044] If the requested vehicle speed is greater than the preset maximum vehicle speed, then the ratio between the preset maximum vehicle speed and the requested vehicle speed is determined as the first sub-weight.

[0045] If the requested vehicle speed is not greater than the preset maximum vehicle speed, then 1 is determined as the first sub-weight.

[0046] In one possible implementation, determining the first rotational speed of the propeller and the second rotational speed of the wheel-side motor based on driver intention data and the weight of the propeller includes:

[0047] Based on the driver intention data, actual vehicle speed, wheelbase, and the weight of the thruster, determine the first sub-desired motion state quantity corresponding to the thruster and the second sub-desired motion state quantity corresponding to the wheel-side motor;

[0048] The first rotational speed of the thruster is determined based on the first desired motion state quantity;

[0049] The second rotational speed of the wheel-side motor is determined based on the second desired motion state quantity.

[0050] In one possible implementation, determining the first sub-desired motion state quantity corresponding to the thruster and the second sub-desired motion state quantity corresponding to the wheel-side motor based on the driver intention data, actual vehicle speed, wheelbase, and the weight of the thruster includes:

[0051] Based on the driver's intention data, the actual vehicle speed, and the wheelbase, the desired motion state quantity of the vehicle is determined;

[0052] Based on the weight of the thruster, the desired motion state of the vehicle is assigned to the thruster and the wheel-side motor respectively, to obtain the first sub-desired motion state corresponding to the thruster and the second sub-desired motion state corresponding to the wheel-side motor.

[0053] In one possible implementation, determining the desired motion state of the vehicle based on the driver intention data, the actual vehicle speed, and the wheelbase includes:

[0054] Determine the target vehicle speed based on the driver's intention data;

[0055] The target yaw rate is determined based on the driver's intention data, the actual vehicle speed, and the wheelbase.

[0056] The target vehicle speed and the target yaw rate are the desired motion state quantities of the vehicle.

[0057] In one possible implementation, the sub-desired motion state quantity includes the sub-target vehicle speed and the sub-target yaw rate, and determining the first rotational speed of the thruster based on the first sub-desired motion state quantity includes:

[0058] The first base rotational speed is determined based on the first sub-target vehicle speed included in the first sub-expected motion state quantity;

[0059] The first corrected rotational speed is determined based on the first sub-target yaw rate included in the first sub-desired motion state quantity;

[0060] The first rotational speed of the thruster is determined based on the first base rotational speed and the first corrected rotational speed.

[0061] In one possible implementation, determining the first rotational speed of the thruster based on the first base rotational speed and the first corrected rotational speed includes:

[0062] Based on the vehicle's steering direction, the thruster located on the inside of the steering direction is identified as the target thruster;

[0063] The difference between the first base speed and the first modified speed is determined as the first candidate speed.

[0064] The negative value of the first base speed is determined as the second candidate speed;

[0065] The larger of the first candidate speed and the second candidate speed is determined as the first speed of the target thruster;

[0066] The first base speed is determined as the first speed of all thrusters other than the target thruster.

[0067] In one possible implementation, determining the second rotational speed of the wheel-side motor based on the second desired motion state quantity includes:

[0068] The second base rotational speed is determined based on the second sub-target vehicle speed included in the second sub-desired motion state quantity;

[0069] The second corrected rotational speed is determined based on the second sub-target yaw rate included in the second sub-desired motion state quantity;

[0070] The second speed of the wheel-side motor is determined based on the second base speed and the second corrected speed.

[0071] In one possible implementation, determining the second speed of the wheel-side motor based on the second base speed and the second modified speed includes:

[0072] Based on the vehicle's steering direction, the wheel-side motor located on the inside of the steering path is identified as the target wheel-side motor;

[0073] The difference between the second base speed and the second modified speed is determined as the third candidate speed.

[0074] The negative value of the second base speed is determined as the fourth candidate speed;

[0075] The larger of the third candidate speed and the fourth candidate speed is determined as the second speed of the target wheel-side motor;

[0076] The second base speed is determined as the second speed of other wheel-side motors besides the target wheel-side motor.

[0077] Secondly, embodiments of this application provide a vehicle control device, in which a propeller and wheel-side motors are deployed in the vehicle, the device comprising:

[0078] The determination module is configured to determine the state of the vehicle when it is detected that the vehicle is wading through water;

[0079] The determining module is further configured to, if the state is a floating state, determine a first rotational speed of the thruster and a second rotational speed of the wheel-side motor based on the driver's intention data, the capability status of the thruster, and the capability status of the wheel-side motor;

[0080] The control module is configured to control the thruster according to the first rotational speed and to control the wheel-side motor according to the second rotational speed;

[0081] The determining module is further configured to perform torque distribution on the front and rear axles of the vehicle if the state is an in-water state or an out-of-water state, thereby obtaining the required torque for the front axle and the required torque for the rear axle.

[0082] The control module is also configured to control the vehicle based on the required torque of the front axle and the required torque of the rear axle.

[0083] In one possible implementation, the determining module is specifically configured as follows:

[0084] Based on the driver intent data, actual vehicle speed, front axle load, and rear axle load, the required torque for the front axle and the required torque for the rear axle are determined.

[0085] In one possible implementation, the determining module is specifically configured as follows:

[0086] The total required torque is determined based on the driver's intention data, the actual vehicle speed, the preset vehicle speed threshold, the vehicle mass, the rolling resistance coefficient, the road gradient, and the tire radius.

[0087] Based on the front axle load, the rear axle load, the average wheel speed of the front axle, and the average wheel speed of the rear axle, determine the torque distribution coefficient of the front axle and the torque distribution coefficient of the rear axle;

[0088] The required torque for the front axle and the required torque for the rear axle are determined based on the torque distribution coefficient of the front axle, the torque distribution coefficient of the rear axle, and the total required torque.

[0089] In one possible implementation, the determining module is specifically configured as follows:

[0090] Based on the driver's intention data and the actual vehicle speed, determine the basic total torque requirement;

[0091] The total torque required for correction is determined based on the preset vehicle speed threshold, the actual vehicle speed, the vehicle mass, the rolling resistance coefficient, the road gradient, and the tire radius.

[0092] The smaller of the base total demand torque and the modified total demand torque is determined as the total demand torque.

[0093] In one possible implementation, the determining module is specifically configured as follows:

[0094] The value obtained by dividing the front axle load by the rear axle load is determined as the basic torque distribution coefficient of the rear axle.

[0095] Based on the average wheel speed of the front axle and the average wheel speed of the rear axle, determine the corrected torque distribution coefficient of the rear axle;

[0096] The product of the base torque distribution coefficient of the rear axle and the modified torque distribution coefficient of the rear axle is determined as the torque distribution coefficient of the rear axle.

[0097] The torque distribution coefficient of the front axle is determined based on the torque distribution coefficient of the rear axle.

[0098] In one possible implementation, the determining module is specifically configured as follows:

[0099] When the vehicle is detected to be wading through water, the vehicle's state is determined based on the vehicle's suspension holding force, vehicle attitude data, and the vehicle's immersion depth collected by the water depth sensor.

[0100] In one possible implementation, the determining module is specifically configured as follows:

[0101] The weight of the thruster is determined based on the capability status of the thruster and the capability status of the wheel-side motor;

[0102] Based on the driver's intention data and the weight of the thruster, the first rotational speed of the thruster and the second rotational speed of the wheel-side motor are determined.

[0103] In one possible implementation, the determining module is specifically configured as follows:

[0104] The weight of the thruster is determined based on the driver intention data, vehicle posture data, the capability status of the thruster, and the capability status of the wheel-side motor.

[0105] In one possible implementation, the determining module is specifically configured as follows:

[0106] The first sub-weight of the thruster is determined based on the capability status of the thruster and the capability status of the wheel-side motor;

[0107] Based on the driver's intention data, determine the second sub-weight of the thruster;

[0108] Based on the vehicle attitude data, the third sub-weight of the thruster is determined;

[0109] The product of the first sub-weight, the second sub-weight, and the third sub-weight is determined as the weight of the thruster.

[0110] In one possible implementation, the capability status includes fault-free, capability-limited, and inoperable, and the determining module is specifically configured to:

[0111] If the capability status of the thruster is fault-free, then the first sub-weight of the thruster is determined to be 1;

[0112] If the capability state of the thruster is that it cannot be driven, then the first sub-weight of the thruster is determined to be 0;

[0113] If the capability state of the thruster is limited and the capability state of the wheel-side motor is undriveable, then the first sub-weight of the thruster is determined to be 1.

[0114] If the propeller's capability status is limited and the wheel-side motor's capability status is not undriveable, then the preset maximum vehicle speed corresponding to the preset maximum rotational speed of the propeller is determined.

[0115] If the requested vehicle speed is greater than the preset maximum vehicle speed, then the ratio between the preset maximum vehicle speed and the requested vehicle speed is determined as the first sub-weight.

[0116] If the requested vehicle speed is not greater than the preset maximum vehicle speed, then 1 is determined as the first sub-weight.

[0117] In one possible implementation, the determining module is specifically configured as follows:

[0118] Based on the driver intention data, actual vehicle speed, wheelbase, and the weight of the thruster, determine the first sub-desired motion state quantity corresponding to the thruster and the second sub-desired motion state quantity corresponding to the wheel-side motor;

[0119] The first rotational speed of the thruster is determined based on the first desired motion state quantity;

[0120] The second rotational speed of the wheel-side motor is determined based on the second desired motion state quantity.

[0121] In one possible implementation, the determining module is specifically configured as follows:

[0122] Based on the driver's intention data, the actual vehicle speed, and the wheelbase, the desired motion state quantity of the vehicle is determined;

[0123] Based on the weight of the thruster, the desired motion state of the vehicle is assigned to the thruster and the wheel-side motor respectively, to obtain the first sub-desired motion state corresponding to the thruster and the second sub-desired motion state corresponding to the wheel-side motor.

[0124] In one possible implementation, the determining module is specifically configured as follows:

[0125] Determine the target vehicle speed based on the driver's intention data;

[0126] The target yaw rate is determined based on the driver's intention data, the actual vehicle speed, and the wheelbase.

[0127] The target vehicle speed and the target yaw rate are the desired motion state quantities of the vehicle.

[0128] In one possible implementation, the sub-desired motion state quantities include the sub-target vehicle speed and the sub-target yaw rate, and the determining module is specifically configured to:

[0129] The first base rotational speed is determined based on the first sub-target vehicle speed included in the first sub-expected motion state quantity;

[0130] The first corrected rotational speed is determined based on the first sub-target yaw rate included in the first sub-desired motion state quantity;

[0131] The first rotational speed of the thruster is determined based on the first base rotational speed and the first corrected rotational speed.

[0132] In one possible implementation, the determining module is specifically configured as follows:

[0133] Based on the vehicle's steering direction, the thruster located on the inside of the steering direction is identified as the target thruster;

[0134] The difference between the first base speed and the first modified speed is determined as the first candidate speed.

[0135] The negative value of the first base speed is determined as the second candidate speed;

[0136] The larger of the first candidate speed and the second candidate speed is determined as the first speed of the target thruster;

[0137] The first base speed is determined as the first speed of all thrusters other than the target thruster.

[0138] In one possible implementation, the determining module is specifically configured as follows:

[0139] The second base rotational speed is determined based on the second sub-target vehicle speed included in the second sub-desired motion state quantity;

[0140] The second corrected rotational speed is determined based on the second sub-target yaw rate included in the second sub-desired motion state quantity;

[0141] The second speed of the wheel-side motor is determined based on the second base speed and the second corrected speed.

[0142] In one possible implementation, the determining module is specifically configured as follows:

[0143] Based on the vehicle's steering direction, the wheel-side motor located on the inside of the steering path is identified as the target wheel-side motor;

[0144] The difference between the second base speed and the second modified speed is determined as the third candidate speed.

[0145] The negative value of the second base speed is determined as the fourth candidate speed;

[0146] The larger of the third candidate speed and the fourth candidate speed is determined as the second speed of the target wheel-side motor;

[0147] The second base speed is determined as the second speed of other wheel-side motors besides the target wheel-side motor.

[0148] Thirdly, embodiments of this application provide a vehicle, including: a vehicle body, a propulsion unit, wheel-side motors, a memory, and a processor;

[0149] The memory stores computer-executed instructions;

[0150] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0151] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0152] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0153] The vehicle control method, device, vehicle, medium, and product provided in this application determine the vehicle's state when it detects water wading, and adopt differentiated control strategies for different states: in the floating state, the first rotational speed of the propeller and the second rotational speed of the wheel-side motor are determined based on multi-dimensional parameters to achieve coordinated control of the propeller and the wheel-side motor; in the water entry and exit states, torque is distributed to the front and rear axles of the vehicle, and the wheel grip is used to control the wheel torque, thereby improving the vehicle's power utilization rate and realizing a smooth and shock-free transition between water and land. Attached Figure Description

[0154] 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.

[0155] Figure 1A schematic diagram of the vehicle structure provided in the embodiments of this application. Figure 1 ;

[0156] Figure 2 Flowchart of the vehicle control method provided in this application Figure 1 ;

[0157] Figure 3 A schematic diagram of a scenario for the vehicle control method provided in an embodiment of this application;

[0158] Figure 4 Flowchart of the vehicle control method provided in this application Figure 2 ;

[0159] Figure 5 Flowchart of the vehicle control method provided in this application Figure 3 ;

[0160] Figure 6 Flowchart of the vehicle control method provided in this application Figure 4 ;

[0161] Figure 7 Flowchart of the vehicle control method provided in this application Figure 5 ;

[0162] Figure 8 Flowchart of the vehicle control method provided in this application Figure 6 ;

[0163] Figure 9 Flowchart of the vehicle control method provided in this application Figure 7 ;

[0164] Figure 10 A schematic diagram of the vehicle control method provided in the embodiments of this application. Figure 1 ;

[0165] Figure 11 A schematic diagram of the vehicle control method provided in the embodiments of this application. Figure 2 ;

[0166] Figure 12 A schematic diagram of the vehicle control method provided in the embodiments of this application. Figure 3 ;

[0167] Figure 13 A schematic diagram of the vehicle control device provided in this application;

[0168] Figure 14 A schematic diagram of the vehicle structure provided in the embodiments of this application. Figure 2 .

[0169] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0170] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application.

[0171] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with relevant laws, regulations and standards, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0172] First, the application scenarios involved in this application will be explained:

[0173] In real-world applications, off-road vehicles, special-purpose vehicles, and rescue vehicles often need to traverse roads flooded by heavy rain, submerged bridges, shallow riverbanks, reservoir edges, or areas prone to sudden flooding. Under these conditions, vehicles undergo a continuous process of moving from land into water, floating on the water, and then returning to land, placing extremely high demands on their all-condition adaptability. To cope with the unique challenge of floating on water, these vehicles are typically equipped with propulsion systems to provide the power and steering control needed for underwater travel.

[0174] Currently, when a vehicle is located in the aforementioned flooded area, the propeller is primarily used as the power source on the water surface. Specifically, the propeller's drive motor rotates the blades at high speed, propelling the water backward with increased speed. The backward propulsion of the water also generates a forward reaction force on the propeller, thus propelling the entire vehicle forward through the water.

[0175] However, during entry and exit from the water, the wheels still have a certain degree of grip. Relying solely on the propeller to provide forward power cannot fully utilize the ground adhesion, resulting in a waste of driving force.

[0176] Based on the aforementioned technical problems, the technical concept of this application is as follows: During the research of vehicle wading control schemes, the inventors discovered that the wheels still possess ground adhesion during the water entry and exit phases. However, existing strategies rely solely on the propulsion device as a power source, failing to utilize this adhesion and resulting in wasted driving force. Furthermore, the effective power available differs depending on the vehicle's state (floating, water entry, water exit). Therefore, the inventors conceived of first distinguishing the vehicle's current state. When determining whether the vehicle is in a water entry or water exit state, instead of relying on the propulsion device, torque distribution is performed between the front and rear axles to determine the required torque for the front and rear axles, precisely transmitting power to the wheels that still possess adhesion, thereby fully utilizing the ground adhesion.

[0177] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0178] For example, taking a vehicle equipped with both a propeller and wheel-side motors as an example, through... Figure 1 Explain the vehicle structure.

[0179] Figure 1 A schematic diagram of the vehicle structure provided in the embodiments of this application. Figure 1 .like Figure 1 As shown, the vehicle includes four wheels (circular) and two propellers (square), namely propeller 1 and propeller 2, which are symmetrically arranged on the left and right sides of the rear of the vehicle; the vehicle also includes four wheel-side motors (triangular), namely wheel-side motor 1, wheel-side motor 2, wheel-side motor 3 and wheel-side motor 4, which are respectively arranged on the inner side of the four wheels.

[0180] It should be understood that the number of propellers and the number of wheel-side motors can be determined based on the actual situation, and this application embodiment does not impose specific restrictions on this.

[0181] Figure 2 Flowchart of the vehicle control method provided in this application Figure 1 ,like Figure 2 As shown, the method includes:

[0182] S21. When a vehicle is detected to be wading through water, determine the vehicle's current status.

[0183] The vehicle's state includes being submerged, floating, and emerging from the water.

[0184] In practical applications, the immersion depth of a vehicle is determined by the water depth sensor. For example, if the immersion depth detected by the water depth sensor is greater than a preset depth threshold, the vehicle is determined to have waded through water.

[0185] It is important to understand that the "into water" state refers to a transitional state in which some or all of the vehicle's wheels have entered the water, but at least some of the wheels are still in contact with the ground and have a certain degree of adhesion; the "floating" state refers to a state in which all four wheels of the vehicle are completely off the ground and float on the water surface by buoyancy; and the "out of water" state refers to a transitional state in which the vehicle gradually returns to contact with the ground from the "floating" state, but has not yet completely left the water area.

[0186] In one possible implementation, when a vehicle is detected wading through water, the vehicle's state is determined based on the vehicle's suspension holding force, vehicle attitude data, and the vehicle's immersion depth collected by a water depth sensor.

[0187] Among them, the suspension holding force is used to characterize the support relationship between the wheel and the ground, and its value can be obtained from the suspension travel sensor, the suspension pressure sensor, or the holding force estimation model associated with the suspension control unit.

[0188] A water depth sensor can be deployed at the front of a vehicle, below the rearview mirror, on the side of the chassis, or near the wheel arches to obtain the vehicle's immersion depth relative to the water surface. Exemplarily, the water depth sensor can be ultrasonic, pressure-type, or capacitive. In practical applications, other models of water depth sensors can also be selected, and this application embodiment does not limit this.

[0189] Taking the deployment of a water depth sensor below a vehicle's rearview mirror as an example, through Figure 3 The scenario shown provides a detailed explanation of the process for determining whether a vehicle is floating on water.

[0190] Figure 3 This is a schematic diagram of a scenario for the vehicle control method provided in the embodiments of this application, such as... Figure 3 As shown, the blue line represents the water surface, the brown line represents the vehicle's chassis plane, and the red dot represents the vehicle's center of gravity. In this scenario, the water depth sensor detects the vehicle's submersion depth as follows: , For the front wheel water depth, The geometric relationship between the three factors—rear wheel water depth, water depth, and water depth—can be expressed by the following formula:

[0191] ;

[0192] ;

[0193] in, The pitch angle is the angle between the horizontal plane in the geodetic coordinate system and the plane of the vehicle chassis. The horizontal distance between the water depth sensor installation location and the vehicle's center of gravity. This is the horizontal distance from the front axle of the vehicle to its center of gravity. This is the horizontal distance from the rear axle of the vehicle to its center of gravity.

[0194] Front axle water depth And the rear axle water depth If so, it is confirmed that the vehicle is in a state of being submerged in water.

[0195] exist , The vehicle is confirmed to be floating when the suspension holding force meets any of the following conditions:

[0196] Condition a, front axle water depth And the rear axle water depth .

[0197] Condition b, front axle water depth And the rear axle water depth And the maximum suspension holding force among the four wheels is less than 100N, that is:

[0198] .

[0199] in, To maintain suspension holding force on the left front wheel, For the right front wheel suspension holding force, To maintain suspension holding force on the left rear wheel, The suspension holding force for the right rear wheel.

[0200] exist , The vehicle is considered to be out of water when the suspension holding force meets any of the following conditions:

[0201] Condition c: The state at the previous moment was any one of the following: water outlet, water inlet, or floating; and the current water depth at the front axle is... .

[0202] Condition d: The minimum holding force of the four-wheel suspension is greater than 300N.

[0203] That is, condition d can be expressed as .

[0204] In the above method, the water depth sensor can accurately obtain the vehicle's immersion depth relative to the water surface, confirming whether the vehicle is submerged; the suspension holding force can characterize the support relationship between the wheels and the ground, confirming whether the wheels have lost ground support. This dual-determination effectively avoids misjudgments caused by a single sensor, preventing the buoyancy control logic from being incorrectly activated when driving on flooded roads, car washes, or soft surfaces. It ensures that the above vehicle control methods are activated only when the vehicle is truly floating, improving the accuracy of vehicle control.

[0205] S22. If the state is floating, then based on the driver's intention data, the capability status of the thruster and the capability status of the wheel-side motor, determine the first speed of the thruster and the second speed of the wheel-side motor.

[0206] The driver intent data is used to characterize the driver's intention to accelerate, accelerate rapidly, brake, brake suddenly, turn, or maintain the current speed. For example, driver intent data includes accelerator pedal opening, brake pedal opening, and steering wheel angle.

[0207] Capability status is used to characterize whether the propeller or wheel-side motor is currently available, whether its output capability is limited, and whether its response is normal, including no faults, limited capability, and inability to drive.

[0208] It should be understood that the specific implementation process and principles of this step will be explained later. Figure 5 The embodiments shown are described in detail here, and will not be repeated here.

[0209] S23. Control the propeller according to the first rotational speed and control the wheel-side motor according to the second rotational speed.

[0210] In practical applications, for the thruster, the first rotational speed can be sent to the thruster drive control unit. The thruster drive control unit calculates the control deviation based on the first rotational speed and the actual feedback rotational speed, and adjusts the thruster output through current control, torque control or valve control and other execution methods.

[0211] For wheel-side motors, proportional-integral control, model predictive control, or feedforward plus feedback composite control algorithms can be used to adjust the motor torque according to the second speed, so that the wheel-side motor speed gradually converges to the second speed.

[0212] S24. If the state is in the water inlet state or the water outlet state, then the torque is distributed between the front and rear axles of the vehicle to obtain the required torque of the front axle and the required torque of the rear axle.

[0213] In one possible implementation, the required torque for the front axle and the required torque for the rear axle can be determined based on driver intent data, actual vehicle speed, front axle load, and rear axle load.

[0214] The front axle load reflects the force distribution on the front axle of the vehicle, while the rear axle load reflects the force distribution on the rear axle. These loads can be calculated based on the vehicle's mass, the distance from the center of gravity to the rear axle, the distance from the center of gravity to the front axle, and the actual vehicle acceleration.

[0215] This possible implementation can be achieved in the following two specific ways:

[0216] Method 1: Determine the total required torque based on driver intent data and actual vehicle speed. Then, divide the front axle load by the rear axle load to determine the rear axle torque distribution coefficient; subtract the rear axle torque distribution coefficient from 1 to determine the front axle torque distribution coefficient. Finally, multiply the total required torque by the rear axle torque distribution coefficient to determine the rear axle required torque, and multiply the total required torque by the front axle torque distribution coefficient to determine the front axle required torque.

[0217] In practical applications, the total required torque can be determined by looking up a table based on the driver's intention data and the actual vehicle speed, using a pre-calibrated table.

[0218] Method 2: First, determine the total torque demand based on driver intent data, actual vehicle speed, preset speed threshold, vehicle mass, rolling resistance coefficient, road gradient, and tire radius. Then, determine the torque distribution coefficients for the front and rear axles based on the front axle load, rear axle load, average front axle wheel speed, and average rear axle wheel speed. Finally, determine the required torque for both the front and rear axles based on the torque distribution coefficients for the front and rear axles and the total torque demand.

[0219] It should be understood that the specific implementation process and principles of method 2 will be explained later. Figure 4 The embodiments shown are described in detail here, and will not be repeated here.

[0220] S25. Control the vehicle based on the required torque of the front axle and the required torque of the rear axle.

[0221] In practical applications, corresponding front axle control commands are generated based on the required torque of the front axle, and corresponding rear axle control commands are generated based on the required torque of the rear axle. The front axle control commands are then sent to the front axle drive control unit, and the rear axle control commands are sent to the rear axle drive control unit. If the vehicle uses a dual-motor split-axle drive structure, the required torque of the front axle is mapped to the target torque of the front axle motor, and the required torque of the rear axle is mapped to the target torque of the rear axle motor. After obtaining the required torques of the front and rear axles, the torque is further distributed evenly or dynamically to the left and right wheel-side motors based on the steering wheel angle and the wheel speed difference between the left and right wheels.

[0222] The vehicle control method provided in this application determines the vehicle's state when it detects that the vehicle is wading through water. If the state is floating, a first rotational speed of the propeller and a second rotational speed of the wheel-side motors are determined based on driver intention data, propeller capability status, and wheel-side motor capability status. The propeller is controlled according to the first rotational speed, and the wheel-side motors are controlled according to the second rotational speed. If the state is in the water or out of the water, torque is distributed between the front and rear axles of the vehicle to obtain the required torque for the front and rear axles. The vehicle is then controlled according to these required torques. In this technical solution, when the vehicle is detected wading through water, its state is determined, and differentiated control strategies are adopted for different states: in the floating state, the first rotational speed of the propeller and the second rotational speed of the wheel-side motors are determined based on multi-dimensional parameters to achieve coordinated control of the propeller and wheel-side motors; in the water-entry and water-outflow states, torque is distributed between the front and rear axles of the vehicle to leverage wheel grip and control wheel torque, improving the vehicle's power utilization and achieving a smooth, shock-free transition between water and land.

[0223] Next, through Figure 4 The illustrated embodiment explains the specific implementation process of method 2 in S24 above.

[0224] Figure 4 Flowchart of the vehicle control method provided in this application Figure 2 ,like Figure 4 As shown, method 2 in S24 above can be implemented through the following steps:

[0225] S41. Determine the total required torque based on driver intention data, actual vehicle speed, preset vehicle speed threshold, vehicle mass, rolling resistance coefficient, road gradient, and tire radius.

[0226] In one possible implementation, S41 can be achieved through steps a-c:

[0227] Step a: Determine the basic total torque requirement based on driver intention data and actual vehicle speed.

[0228] Specifically, the basic total torque demand corresponding to the driver's intention data and the actual vehicle speed can be determined based on the mapping relationship between the driver's intention data, the actual vehicle speed, and the basic total torque demand.

[0229] For example, Table 1 illustrates the mapping relationship between driver intent data, actual vehicle speed, and basic total torque demand.

[0230] Table 1. Mapping relationship between driver intent data, actual vehicle speed, and basic total torque demand.

[0231]

[0232] As shown in Table 1, the first row is the actual vehicle speed in km / h; the first column is the accelerator pedal opening in %, and the table values ​​are the base total torque demand.

[0233] Step b: Determine the corrected total torque requirement based on the preset vehicle speed threshold, actual vehicle speed, vehicle mass, rolling resistance coefficient, road slope, and tire radius.

[0234] For example, the corrected total torque demand can be calculated using the following formula:

[0235] ;

[0236] in, This is the actual vehicle speed. To preset the vehicle speed threshold, To correct the total torque demand.

[0237] For example, the preset vehicle speed threshold can be in the range of 15km / h-25km / h. The preset vehicle speed threshold can be a fixed value determined in advance based on experimental or empirical values, or it can be obtained by looking up a table based on the road slope.

[0238] Furthermore, It can be calculated using the following formula:

[0239] ;

[0240] in, For vehicle quality, For the tire radius, For air resistance, For rolling resistance, For slope resistance, One control cycle.

[0241] Since the actual vehicle speed is low when entering or exiting the water, and air resistance is negligible, the above formula can be simplified to:

[0242] ;

[0243] Rolling resistance can be calculated using the following formula:

[0244] ;

[0245] in, It is the acceleration due to gravity. This is the rolling resistance coefficient.

[0246] The slope resistance can be calculated using the following formula:

[0247] ;

[0248] in, This refers to the road slope.

[0249] Substitute the calculation formulas for ramp resistance and rolling resistance into... From the calculation formula, we can obtain:

[0250] ;

[0251] Regarding the above The expression formula and By integrating the formulas, we can obtain:

[0252] ;

[0253] In step b, to ensure the vehicle's safety during water entry, the total required torque is limited based on a preset vehicle speed threshold. When At that time, there is no limit to torque. ;when At that time, the total required torque is calculated and corrected based on the vehicle's dynamic characteristics as a torque limit value to ensure that the vehicle can smoothly decelerate to the preset safe speed range.

[0254] It should be understood that the above The maximum allowable total torque is preset, which can be replaced by other values ​​according to actual conditions. This application does not impose specific restrictions on this.

[0255] Step c: Determine the smaller of the base total demand torque and the modified total demand torque as the total demand torque.

[0256] The total torque demand can be calculated using the following formula:

[0257] ;

[0258] in, For total required torque, Based on the total torque demand.

[0259] In the above implementation, the basic total torque demand is obtained by mapping the driver's intention data with the actual vehicle speed, accurately reflecting the driver's power expectations. Simultaneously, a torque limit value is calculated based on the vehicle's dynamic characteristics, forcibly constraining the maximum vehicle speed during water entry. Finally, the smaller of the two values ​​is taken as the total torque demand. This eliminates the safety hazards of high-speed water entry without affecting the normal driving experience, achieving an optimal balance between driving safety and driving comfort.

[0260] S42. Determine the torque distribution coefficient of the front axle and the torque distribution coefficient of the rear axle based on the front axle load, the rear axle load, the average wheel speed of the front axle, and the average wheel speed of the rear axle.

[0261] In one possible implementation, S42 can be achieved through steps d-g:

[0262] Step d: Divide the front axle load by the rear axle load and determine the value as the basic torque distribution coefficient of the rear axle.

[0263] For example, the basic torque distribution factor of the rear axle can be calculated using the following formula:

[0264] ;

[0265] in, This is the basic torque distribution coefficient for the rear axle. For front axle load, This is the load on the rear axle.

[0266] and It can be calculated using the following formula:

[0267] ;

[0268] ;

[0269] in, This is the distance from the center of mass to the rear axle. This is the distance from the center of gravity to the front axle. To accelerate the vehicle; The height of the center of mass.

[0270] Combining the above formulas, we get the following formula:

[0271] ;

[0272] Step e: Determine the corrected torque distribution coefficient for the rear axle based on the average wheel speed of the front axle and the average wheel speed of the rear axle.

[0273] Method 1: The corrected torque distribution factor for the rear axle can be calculated using the following formula:

[0274] ;

[0275] in, The average wheel speed of the front axle. The average wheel speed of the rear axle. , as well as These are the three calibrated gain coefficients. This is the corrected torque distribution coefficient for the rear axle.

[0276] Method 2: Based on the average wheel speed of the front axle and the average wheel speed of the rear axle, the wheel speed difference is used as the error input, and the corrected torque distribution coefficient of the rear axle is calculated by a PID controller.

[0277] Furthermore, and It can be calculated using the following formula:

[0278] ;

[0279] ;

[0280] in, This represents the actual wheel speed of the left front wheel. This represents the actual wheel speed of the right front wheel. This represents the actual wheel speed of the left rear wheel. This is the actual wheel speed of the right rear wheel, obtained from the wheel speed sensor.

[0281] Step f: The product of the basic torque distribution coefficient of the rear axle and the modified torque distribution coefficient of the rear axle is determined as the torque distribution coefficient of the rear axle.

[0282] The torque distribution coefficient of the rear axle can be calculated using the following formula:

[0283] ;

[0284] in, This is the torque distribution coefficient for the rear axle.

[0285] Step g: Determine the torque distribution coefficient of the front axle based on the torque distribution coefficient of the rear axle.

[0286] In practical applications, the torque distribution coefficient of the front axle can be determined by subtracting the torque distribution coefficient of the rear axle from 1.

[0287] In the above implementation, the basic torque distribution coefficient of the rear axle, determined based on the front and rear axle loads, is used as a benchmark to fully leverage the rear axle's adhesion advantage. Simultaneously, considering that wheel speed difference is the most direct and sensitive indicator of wheel slippage, it can respond in real-time to changes in axle load transfer caused by sudden changes in road surface adhesion and vehicle acceleration / deceleration. Therefore, by using the average wheel speeds of the front and rear axles, the torque distribution coefficient is calculated and corrected in real-time, thereby dynamically adjusting the torque distribution ratio between axles. This transfers more torque to the axle with higher adhesion in the early stages of slippage, preventing further slippage.

[0288] S43. Determine the required torque for the front axle and the required torque for the rear axle based on the torque distribution coefficient of the front axle, the torque distribution coefficient of the rear axle, and the total required torque.

[0289] The required torque for the front axle can be calculated using the following formula:

[0290] ;

[0291] in, The required torque for the front axle.

[0292] The required torque for the rear axle can be calculated using the following formula:

[0293] ;

[0294] in, This is the torque required for the rear axle.

[0295] Next, through Figure 5 The illustrated embodiment explains the specific implementation process of S22 described above.

[0296] In the above embodiments, the total required torque is determined by comprehensively considering multi-dimensional parameters such as driver intention data, actual vehicle speed, and preset vehicle speed threshold. At the same time, the torque distribution coefficient is dynamically adjusted by combining the front axle load, rear axle load, and average wheel speed of the front and rear axles. This ensures that the torque output can accurately respond to the driver's operating needs and match the vehicle's axle load distribution and road surface adhesion status in real time. This maximizes the use of the remaining wheel grip, effectively avoids wheel slippage and power waste, and significantly improves the driving stability and power of the water-land transition process.

[0297] Figure 5 Flowchart of the vehicle control method provided in this application Figure 3 ,like Figure 5 As shown, in step S22 above, determining the first rotational speed of the propeller and the second rotational speed of the wheel-side motor based on driver intention data, propeller capability status, and wheel-side motor capability status can be achieved through the following steps:

[0298] S51. Determine the weight of the thruster based on the capability status of the thruster and the capability status of the wheel-side motor.

[0299] Capability status is used to characterize whether the propeller or wheel-side motor is currently available, whether its output capability is limited, and whether its response is normal, including no faults, limited capability, and inability to drive.

[0300] The weight of a thruster refers to the proportion or allocation of the thruster in the total power output. The larger the value, the more target motion demand is required by the thruster.

[0301] It is important to understand that, based on the driving characteristics of the propeller and the wheel-side motor in water, the propeller should be the primary driver, therefore the weight of the propeller needs to be determined.

[0302] In one possible implementation, the weights of the thrusters can be determined based on driver intent data, vehicle attitude data, thruster capability status, and wheel-side motor capability status.

[0303] The driver intent data is used to characterize the driver's intention to accelerate, accelerate rapidly, brake, brake suddenly, turn, or maintain the current speed. For example, driver intent data includes accelerator pedal opening, brake pedal opening, and steering wheel angle.

[0304] Vehicle attitude data is used to reflect the vehicle's attitude when it is floating on water, such as pitch angle, roll angle, and longitudinal angular velocity.

[0305] It should be understood that the specific implementation process and principles of this method will be explained later. Figure 6 The embodiments shown are described in detail here, and will not be repeated here.

[0306] S52. Based on the driver's intention data and the weight of the thruster, determine the first speed of the thruster and the second speed of the wheel-side motor.

[0307] In one possible implementation, the desired motion state variables of the vehicle can be determined based on driver intent data, actual vehicle speed, and wheelbase. Then, based on the weights of the thrusters, the desired motion state variables are allocated to the thrusters and wheel-side motors respectively, resulting in a first sub-desired motion state variable corresponding to the thrusters and a second sub-desired motion state variable corresponding to the wheel-side motors.

[0308] The first sub-desired motion state variable is used to characterize the target motion requirement assigned to the propeller, including the first sub-target vehicle speed and the first sub-target yaw rate. Similarly, the second sub-desired motion state variable is used to characterize the target motion requirement assigned to the wheel-side motor, including the second sub-target vehicle speed and the second sub-target yaw rate.

[0309] Wheelbase refers to the horizontal distance between the front and rear axles of a vehicle.

[0310] It should be understood that the specific implementation process and principle of this method will be described in detail in the embodiment shown in the figure, and will not be repeated here.

[0311] In the above embodiments, when it is determined that the vehicle is in a floating state, the weight of the thruster is determined according to the capability status of the thruster and the capability status of the wheel-side motors. Then, based on the weight of the thruster and the driver's intention data, the first speed of the thruster and the second speed of the wheel-side motors are determined, so that the thruster is controlled according to the first speed and the wheel-side motors are controlled according to the second speed, realizing the coordinated control of the thruster and the wheel-side motors. Especially under severe postures such as large roll angles, it can effectively reduce the single dependence on the thruster, improve the robustness of power output and the accuracy of vehicle control.

[0312] Next, through Figure 6 The illustrated embodiment explains the specific implementation process of determining the weight of the thruster based on driver intention data, vehicle posture data, thruster capability status, and wheel-side motor capability status.

[0313] Figure 6 Flowchart of the vehicle control method provided in this application Figure 4 ,like Figure 6 As shown, the determination of the thruster weights based on driver intent data, vehicle attitude data, thruster capability status, and wheel-side motor capability status can be achieved through the following steps:

[0314] S61. Determine the first sub-weight of the thruster based on the capability status of the thruster and the capability status of the wheel-side motor.

[0315] In one possible implementation, the capability states include fault-free, capability-limited, and inoperable. Based on this, the first sub-weight of the thruster can be determined as follows:

[0316] 1. If the thruster's capability status is fault-free, then the first sub-weight of the thruster is determined to be 1;

[0317] 2. If the thruster's capability status is "unable to drive," then the first sub-weight of the thruster is determined to be 0.

[0318] 3. If the thruster's capability status is limited and the wheel-side motor's capability status is undriveable, then the first sub-weight of the thruster is determined to be 1.

[0319] 4. If the propeller's capability status is limited and the wheel-side motor's capability status is not undriveable (i.e. limited capability or no fault), then determine the preset maximum vehicle speed corresponding to the preset maximum speed of the propeller.

[0320] If the requested vehicle speed is greater than the preset maximum vehicle speed, the ratio between the preset maximum vehicle speed and the requested vehicle speed will be determined as the first sub-weight.

[0321] If the requested vehicle speed is not greater than the preset maximum vehicle speed, then 1 will be determined as the first sub-weight.

[0322] The requested vehicle speed is determined by the accelerator pedal opening and is used to characterize the speed that the vehicle currently expects to reach.

[0323] It is important to understand that the requested vehicle speed only reflects the driver's intention to operate the vehicle, and is not the final execution target of the vehicle control system.

[0324] For example, Table 2 illustrates the mapping relationship between the capability state of the thruster, the capability state of the wheel-side motor, and the first sub-weight in the above implementation:

[0325] Table 2. Mapping relationship between the capability status of the propeller, the capability status of the wheel-side motor, and the first sub-weight.

[0326]

[0327] As shown in Table 2, the values ​​represent the first sub-weight. When the thruster is fault-free, the first sub-weight is always 1, ensuring that the thruster can exert its full power performance. When the thruster cannot be driven, the first sub-weight is always 0, and it will automatically switch to the pure wheel-side motor drive mode. When the thruster's capacity is limited, if the wheel-side motors cannot be driven at the same time, the first sub-weight remains 1 to ensure the vehicle's basic driving capability. If the wheel-side motors are available, the first sub-weight is dynamically adjusted according to the ratio of the thruster's preset maximum speed to the requested speed to avoid overload operation of the thruster. At the same time, the power gap is supplemented by the wheel-side motors to improve the reliability and robustness of the floating driving process.

[0328] Among them, Table 2 As the first sub-weight, It can be calculated using the following formula:

[0329] ;

[0330] in, To request vehicle speed, The preset maximum speed corresponds to the preset maximum rotational speed of the thruster.

[0331] In the above implementation, the thruster is guaranteed to operate at full capacity when it is fault-free, and is completely disabled when it cannot be driven. When its capacity is limited, the system is dynamically adjusted based on the wheel-side motor status: if the wheel-side motor cannot be driven, the thruster is guaranteed to operate at full load to maintain basic driving capability; if the wheel-side motor is available, the first sub-weight is linearly adjusted according to the ratio of the thruster's preset maximum speed to the requested speed. This method maximizes the use of the thruster's remaining power while supplementing the power gap through the wheel-side motors, avoiding overload operation of the thruster and improving the reliability and adaptability to abnormal operating conditions of the floating driving system.

[0332] S62. Determine the second sub-weight of the thruster based on the driver's intention data.

[0333] The second sub-weight can be determined based on the mapping relationship between the accelerator pedal opening and the second sub-weight, or the mapping relationship between the brake pedal opening and the second sub-weight.

[0334] For example, Tables 3 and 4 illustrate the two mapping relationships described above.

[0335] Table 3. Mapping relationship between accelerator pedal opening and second sub-weight.

[0336]

[0337] As shown in Table 3, when the accelerator pedal opening is less than or equal to 40%, the second sub-weight is always 1. At this time, the power is mainly provided by the propeller, giving full play to its high propulsion efficiency. When the accelerator pedal opening is greater than 40%, the second sub-weight decreases linearly with the increase of the accelerator pedal opening, gradually increasing the power output ratio of the wheel-side motor. By utilizing the characteristics of fast response speed and high control precision of the wheel-side motor, the strong acceleration needs of the driver are met together, avoiding overload of the single power source (propeller).

[0338] Table 4. Mapping relationship between brake pedal opening and second sub-weight

[0339]

[0340] As shown in Table 4, similar to Table 3, when the brake pedal opening is less than or equal to 40%, the second sub-weight is always 1. When the brake pedal opening is greater than 40%, the second sub-weight decreases linearly with the increase of the brake pedal opening. By utilizing the regenerative braking capability and differential braking characteristics of the wheel-side motor, the vehicle stability during the braking process is improved, the braking distance is shortened, and the safety of floating in water is ensured.

[0341] S63. Determine the third sub-weight of the thruster based on the vehicle attitude data.

[0342] The third subweight can be determined based on the mapping relationship between the pitch angle and the third subweight, or the mapping relationship between the roll angle and the third subweight.

[0343] For example, Tables 5 and 6 respectively illustrate the two mapping relationships mentioned above.

[0344] Table 5. Mapping relationship between pitch angle and third subweight

[0345]

[0346] Table 6. Mapping relationship between roll angle and third sub-weight

[0347]

[0348] As shown in Tables 5 and 6, when the vehicle pitch or roll angle is less than or equal to 2°, the third subweight is always 1, and the power is mainly provided by the thrusters. When the vehicle pitch or roll angle is greater than 2°, the third subweight decreases linearly with the increase of the pitch or roll angle. When the pitch or roll angle reaches 20°, the third subweight drops to 0, which effectively avoids water damage to the thrusters when the vehicle pitch or roll angle is too large. At the same time, it reduces the adverse effects of the thruster thrust on the vehicle stability under large attitudes and improves the safety of floating on water.

[0349] S64. The product of the first sub-weight, the second sub-weight, and the third sub-weight is determined as the weight of the thruster.

[0350] In other words, the weight of the thruster can be calculated using the following formula:

[0351] The weight of the thruster = first sub-weight × second sub-weight × third sub-weight;

[0352] In the above embodiments, the three sub-weights correspond to different control requirements, are calculated independently without interference, and can accurately reflect the actual demand of the vehicle's real-time driving state on the thruster output, laying the foundation for the subsequent allocation of sub-desired motion state quantities. Furthermore, when any sub-weight decreases, the overall weight of the thruster decreases synchronously, forming an effective safety constraint.

[0353] Next, through Figure 7 The illustrated embodiment explains the specific implementation process of determining the first rotational speed of the propeller and the second rotational speed of the wheel-side motor based on the driver's intention data and the weight of the propeller.

[0354] Figure 7 Flowchart of the vehicle control method provided in this application Figure 5 ,like Figure 7 As shown, determining the first speed of the propeller and the second speed of the wheel-side motor based on driver intention data and the weight of the propeller can be achieved through the following steps:

[0355] S71. Based on the driver's intention data, actual vehicle speed, wheelbase, and the weight of the thruster, determine the first sub-expected motion state quantity corresponding to the thruster and the second sub-expected motion state quantity corresponding to the wheel-side motor.

[0356] In one possible implementation, the desired motion state of the vehicle can be determined based on driver intention data, actual vehicle speed, and wheelbase. Then, based on the weight of the thrusters, the desired motion state of the vehicle is allocated to the thrusters and wheel-side motors respectively, resulting in a first sub-desired motion state corresponding to the thrusters and a second sub-desired motion state corresponding to the wheel-side motors.

[0357] Specifically, the determination of the vehicle's desired motion state quantities based on driver intent data, actual vehicle speed, and wheelbase can be achieved through the following steps 1 and 2:

[0358] Step 1: Determine the target speed based on the driver's intention data.

[0359] The target speed refers to the speed at which the vehicle's longitudinal movement is ultimately determined based on the driver's intent.

[0360] It is important to understand that the target speed may be the same as the speed requested by the driver, or it may differ from the speed requested by the driver due to factors such as braking priority logic or speed limit policies.

[0361] Specifically, the target vehicle speed can be determined based on the mapping relationship between the accelerator pedal opening and the target vehicle speed in the driver's intention data.

[0362] For example, Table 7 illustrates the mapping relationship between accelerator pedal opening and target vehicle speed.

[0363] Table 7. Mapping relationship between accelerator pedal opening and target vehicle speed

[0364]

[0365] As shown in Table 7, the target vehicle speed gradually increases as the accelerator pedal opening increases, in order to match the driver's acceleration needs of different intensities.

[0366] Since the braking requirement of a vehicle in a floating state is to stop the vehicle, as long as there is an effective brake pedal opening, the target vehicle speed is determined to be 0 m / s regardless of the size of the brake pedal opening.

[0367] Step 2: Determine the target yaw rate based on the driver's intention data, actual vehicle speed, and wheelbase.

[0368] In practical applications, the target's yaw rate can be calculated using the following formula:

[0369] ;

[0370] in, For the target yaw rate, For steering wheel angle, Wheelbase This is the actual vehicle speed. The preset steering wheel angle threshold can be obtained by calibrating based on experimental data or empirical values.

[0371] Among them, the target vehicle speed and the target yaw rate are the expected motion state quantities of the vehicle.

[0372] Considering the stability of vehicle control in water, when the steering wheel angle is less than or equal to the preset steering wheel angle threshold, no target yaw rate is generated. This avoids vehicle swaying caused by small steering disturbances, reduces frequent start-stop and speed adjustment of the propeller or wheel-side motor, and significantly improves the smoothness and reliability of floating driving.

[0373] In the above implementation method, the vehicle speed changes are accurately responded to the driver's acceleration and deceleration intentions, the yaw rate is accurately matched with the steering operation range, the speed fluctuation or steering deviation caused by mutual interference between longitudinal and lateral control is avoided, and the longitudinal smoothness and lateral steering flexibility of floating on water are taken into account at the same time.

[0374] Specifically, based on the weights of the thrusters, the desired motion state variables of the vehicle are allocated to the thrusters and wheel-side motors respectively, resulting in the first sub-desired motion state variable corresponding to the thrusters and the second sub-desired motion state variable corresponding to the wheel-side motors. This can be achieved through the following steps:

[0375] For the thruster, the first desired sub-motion state variable corresponding to the thruster can be calculated using the following formula:

[0376] ;

[0377] ;

[0378] in, The first sub-target vehicle speed for the thruster, The first sub-target yaw rate of the thruster, For the target vehicle speed, For the weight of the thruster, The target yaw rate.

[0379] For wheel-side motors, the second desired motion state variable can be calculated using the following formula:

[0380] ;

[0381] ;

[0382] in, The second sub-target vehicle speed for the wheel-side motor. This refers to the second sub-target yaw rate of the wheel-side motor.

[0383] In the above embodiments, the overall vehicle driving control target is first uniformly determined to ensure that the outputs of the propellers and wheel-side motors serve the same overall demand, avoiding power loss caused by inconsistent output directions of multiple power sources. Then, a linear allocation is performed using propeller weights, with the propellers undertaking a corresponding proportion of the control target, and the wheel-side motors automatically undertaking the remaining proportion, with the sum of their weights always being 1. This allocation method enables orderly coordination between the propellers and wheel-side motors, ensuring the matching degree between the total power output of the vehicle and the target demand, thereby improving the rationality and coordination efficiency of power distribution under floating conditions.

[0384] S72. Determine the first rotational speed of the thruster based on the first desired motion state quantity.

[0385] In one possible implementation, a first base rotational speed can be determined based on the first sub-target vehicle speed included in the first sub-desired motion state quantity. Then, a first corrected rotational speed is determined based on the first sub-target yaw rate included in the first sub-desired motion state quantity. Finally, the first rotational speed of the thruster is determined based on the first base rotational speed and the first corrected rotational speed.

[0386] It should be understood that the specific implementation process and principles of this method will be explained later. Figure 8 The embodiments shown are described in detail here, and will not be repeated here.

[0387] S73. Determine the second rotational speed of the wheel-side motor based on the second desired motion state quantity.

[0388] In one possible implementation, a second base speed is determined based on the second sub-target vehicle speed included in the second sub-desired motion state quantity. Then, a second corrected speed is determined based on the second sub-target yaw rate included in the second sub-desired motion state quantity. Finally, a second speed of the wheel-side motor is determined based on the second base speed and the second corrected speed.

[0389] It should be understood that the specific implementation process and principles of this method will be explained later. Figure 9 The embodiments shown are described in detail here, and will not be repeated here.

[0390] Figure 8 Flowchart of the vehicle control method provided in this application Figure 6 ,like Figure 8 As shown, the above S72 includes:

[0391] S81. Determine the first basic rotational speed based on the first sub-target vehicle speed included in the first sub-expected motion state quantity.

[0392] In this embodiment of the application, the first sub-desired motion state quantity includes the first sub-target vehicle speed and the first sub-target yaw rate.

[0393] The first base speed can be determined by the mapping relationship between the first sub-target vehicle speed and the first base speed.

[0394] For example, Table 8 illustrates the mapping relationship between the speed of the first sub-target vehicle and the first base rotational speed for the propulsion system.

[0395] Table 8. Mapping relationship between the first sub-target vehicle speed and the first base rotation speed of the thruster

[0396]

[0397] As shown in Table 8, the first base rotational speed increases linearly with the increase of the speed of the first sub-target vehicle, ensuring that the propeller operates in the high-efficiency range at different vehicle speeds. Determining the first base rotational speed by looking up a table eliminates the need for complex real-time calculations, significantly improving control response speed and reducing computational load.

[0398] S82. Determine the first corrected rotational speed based on the first sub-target yaw rate included in the first sub-desired motion state quantity.

[0399] The first corrected rotational speed can be determined by the mapping relationship between the yaw rate of the first sub-target and the first corrected rotational speed.

[0400] For example, Table 9 illustrates the mapping relationship between the yaw rate of the first sub-target and the first corrected rotational speed.

[0401] Table 9. Mapping relationship between the yaw rate of the first sub-target and the first corrected rotation speed.

[0402]

[0403] As shown in Table 9, the first corrected speed increases with the increase of the yaw rate of the first sub-target, thereby forming a sufficient left and right speed difference to complete the steering action and ensure that the vehicle steering response is consistent with the driver's operating intention.

[0404] S83. Based on the first base speed and the first corrected speed, determine the first speed of the thruster.

[0405] In one possible implementation, S83 can be achieved through the following steps 3-7:

[0406] Step 3: Based on the vehicle's steering direction, identify the thruster located on the inside of the steering path as the target thruster.

[0407] Step 4: Subtract the first corrected speed from the first base speed and determine the difference as the first candidate speed.

[0408] Step 5: Determine the negative value of the first base speed as the second candidate speed.

[0409] Step 6: Determine the larger of the first candidate speed and the second candidate speed as the first speed of the target thruster.

[0410] Step 7: Determine the first base speed as the first speed of all thrusters except the target thruster.

[0411] Assuming the vehicle has two thrusters, one on the left and one on the right, and the vehicle is turning left, then the left thruster is designated as the first thruster, and the right thruster is designated as the other thrusters. The first rotational speed of these two thrusters can be determined by the following formula:

[0412] ;

[0413] ;

[0414] in, The first rotational speed of the first thruster. For the first rotational speed of other thrusters, The first basic rotational speed of the thruster, The first corrected rotational speed of the thruster, The first candidate rotational speed for the thruster, This is the second candidate rotational speed for the thruster.

[0415] This implementation method generates a reasonable speed difference between the inner and outer sides to achieve smooth steering, while avoiding loss of vehicle control due to excessive reverse rotation of the inner thruster during large-angle steering. The outer thruster maintains a constant base speed, ensuring no power loss during steering, maintaining stable vehicle speed, and improving the stability and safety of water-floating steering.

[0416] In the above embodiment, the first base speed is determined based on the first sub-target vehicle speed and is used to meet the basic power requirements for straight-line driving; the first corrected speed is determined based on the first sub-target yaw rate and is specifically used to generate the speed difference between the inner and outer thrusters required for steering. The first speed of the thrusters is generated by superimposing the first base speed and the first corrected speed, avoiding the situation where steering cannot be achieved using only the first base speed.

[0417] Figure 9 Flowchart of the vehicle control method provided in the embodiments of this application Figure 7 ,like Figure 9 As shown, S73 may include:

[0418] S91. Determine the second basic rotational speed based on the second sub-target vehicle speed included in the second sub-expected motion state quantity.

[0419] In this embodiment of the application, the second sub-desired motion state quantity includes the second sub-target vehicle speed and the second sub-target yaw rate.

[0420] The second base speed can be determined by the mapping relationship between the second sub-target vehicle speed and the second base speed.

[0421] For example, Table 10 illustrates the mapping relationship between the second sub-target vehicle speed and the second base speed for wheel-side motors.

[0422] Table 10 Mapping relationship between the second sub-target vehicle speed and the second base speed of the wheel-side motor

[0423]

[0424] As shown in Table 10, the second base speed increases linearly with the increase of the second sub-target vehicle speed, ensuring that the wheel-side motor operates in the high-efficiency range at different vehicle speeds. Determining the second base speed by looking up a table eliminates the need for complex real-time calculations, significantly improving control response speed and reducing computational load.

[0425] S92. Determine the second corrected rotational speed based on the second sub-target yaw rate contained in the second sub-desired motion state quantity.

[0426] The second corrected rotational speed can be determined by the mapping relationship between the yaw rate of the second sub-target and the second corrected rotational speed.

[0427] In practical applications, the mapping relationship between the yaw rate of the second sub-target and the second corrected rotational speed can be represented by Table 9, that is, the propeller and the wheel-side motor share the same mapping relationship table.

[0428] S93. Based on the second base speed and the second modified speed, determine the second speed of the wheel-side motor.

[0429] In one possible implementation, the wheel-side motor located on the inside of the steering wheel can be identified as the target wheel-side motor based on the vehicle's steering direction. Then, the difference between the second base speed and the second modified speed is used to determine the third candidate speed. Next, the negative value of the second base speed is used to determine the fourth candidate speed. The larger of the third and fourth candidate speeds is then determined as the second speed of the target wheel-side motor. Finally, the second base speed is used to determine the second speeds of all other wheel-side motors besides the target wheel-side motor.

[0430] Assuming the vehicle has four wheel-side motors: a left front wheel-side motor, a left rear wheel-side motor, a right front wheel-side motor, and a right rear wheel-side motor, and the vehicle is turning left, then the left front wheel-side motor and the left rear wheel-side motor are designated as the target wheel-side motors, and the right front wheel-side motor and the right rear wheel-side motor are designated as the other wheel-side motors. The second rotational speed of these four wheel-side motors can be determined by the following formula:

[0431] ;

[0432] ;

[0433] in, The second rotational speed of the target wheel-side motor. This is the second speed of the other wheel-side motors. This is the second fundamental speed of the wheel-side motor. This is the second corrected speed for the wheel-side motor. This is the third candidate speed for the wheel-side motor. This is the fourth candidate speed for the wheel-side motor.

[0434] This implementation method generates a reasonable speed difference between the inner and outer sides to achieve smooth steering, while avoiding loss of vehicle control due to excessive reverse rotation of the inner wheel-side motor during large-angle steering. The outer wheel-side motor maintains a constant base speed, ensuring no power loss during steering, maintaining stable vehicle speed, and improving the stability and safety of water-floating steering.

[0435] In the above embodiment, the second base speed is determined based on the second sub-target vehicle speed and is used to meet the basic power requirements for straight-line driving; the second corrected speed is determined based on the second sub-target yaw rate and is specifically used to generate the speed difference between the inner and outer wheel-side motors required for steering. The second speed of the wheel-side motors is generated by superimposing the second base speed and the second corrected speed, avoiding situations where steering cannot be achieved using only the second base speed.

[0436] To more clearly explain the solutions shown in the above embodiments, two specific embodiments are described below.

[0437] Figure 10 A schematic diagram of the vehicle control method provided in the embodiments of this application. Figure 1 ,like Figure 10 As shown, the vehicle's floating process is first identified to determine its state. Then, based on the vehicle's state, the control mode is determined. Specifically, if the vehicle is in or out of the water, the control mode is determined to be torque control; if the vehicle is floating, the control mode is determined to be wheel speed control.

[0438] For wheel speed control mode, the driver's intention is first recognized to obtain driver intention data, including accelerator pedal opening, brake pedal opening, and steering wheel angle. Simultaneously, vehicle attitude is calculated to determine vehicle attitude data, including pitch and roll angles. Then, based on the driver intention data and vehicle attitude data, the weights of the thrusters are calculated. Based on these weights, the first speed of the thrusters and the second speed of the wheel-side motors are determined, specifically the first speeds of the left and right thrusters, the second speeds of the left front wheel-side motor, the left rear wheel-side motor, the right front wheel-side motor, and the right rear wheel-side motor.

[0439] For torque control mode, the total torque demand of the vehicle is determined and distributed to the front and rear axles to obtain the front axle torque demand and the rear axle torque demand.

[0440] exist Figure 10 Based on the illustrated embodiments, combined with Figure 11 The principle of determining the target rotational speed of each propulsion actuator based on the weight of the propeller is explained.

[0441] Figure 11 A schematic diagram of the vehicle control method provided in the embodiments of this application. Figure 2 ,like Figure 11 As shown, based on the weights of the thrusters, the target vehicle speed in the vehicle's desired motion state variables is allocated to obtain the first sub-target vehicle speed of the thrusters and the second sub-target vehicle speed of the wheel-side motors. Similarly, based on the weights of the thrusters, the target yaw rate in the vehicle's desired motion state variables is allocated to obtain the first sub-target yaw rate of the thrusters and the second sub-target yaw rate of the wheel-side motors. Then, based on the first sub-target vehicle speed and the first sub-target yaw rate of the thrusters, the first rotational speed of the left thruster and the first rotational speed of the right thruster are calculated. Finally, based on the second sub-target vehicle speed and the second sub-target yaw rate of the wheel-side motors, the second rotational speeds of the left front wheel-side motor, the left rear wheel-side motor, the right front wheel-side motor, and the right rear wheel-side motor are calculated.

[0442] exist Figure 10 Based on the illustrated embodiments, combined with Figure 12 The principle of torque control mode will be explained.

[0443] Figure 12 A schematic diagram of the vehicle control method provided in the embodiments of this application. Figure 3 ,like Figure 12As shown, the basic total torque demand is first determined based on driver intention data and actual vehicle speed; the corrected total torque demand is determined based on preset speed threshold, actual vehicle speed, vehicle mass, rolling resistance coefficient, road slope, and tire radius; the value obtained by dividing the front axle load by the rear axle load is determined as the basic torque distribution coefficient of the rear axle; and the corrected torque distribution coefficient of the rear axle is determined based on the average wheel speed of the front axle and the average wheel speed of the rear axle.

[0444] Furthermore, torque calculation is performed: the smaller of the base total demand torque and the modified total demand torque is determined as the total demand torque; at the same time, torque distribution is performed: the product of the base torque distribution coefficient and the modified torque distribution coefficient of the rear axle is determined as the torque distribution coefficient of the rear axle; the value of 1 minus the torque distribution coefficient of the rear axle is determined as the torque distribution coefficient of the front axle.

[0445] Finally, based on the torque distribution coefficient of the front axle, the torque distribution coefficient of the rear axle, and the total required torque, the required torque of the front and rear axles is calculated to obtain the required torque of the front axle and the required torque of the rear axle.

[0446] In summary, based on the vehicle control methods shown in the above embodiments, the vehicle control method has the following technical effects:

[0447] 1. By coordinating the control of the propeller and the wheel-side motor, the advantages of each are fully utilized to improve the vehicle's power performance, braking performance, steering performance and driving safety performance under floating driving conditions.

[0448] 2. Based on vehicle attitude data, driver intent data, and the capability status of the propeller and wheel-side motors, four drive control modes are identified: propeller-only drive, propeller-priority drive, wheel-side motor-only drive, and wheel-side motor-priority drive. Taking the propeller-priority drive mode as an example, when the accelerator pedal opening is small, the propeller dominates the power output. When the accelerator pedal opening increases, the wheel-side motors promptly intervene to assist in power output, effectively increasing the vehicle's floating speed and precisely matching the driver's acceleration intentions.

[0449] 3. This application addresses the control requirements of the entire vehicle floating process by dividing the floating control process into three states: water entry state, floating state, and water exit state. When the vehicle is in the water entry or water exit state, a torque control mode is adopted to fully utilize the wheel's ground adhesion and improve vehicle power; when the vehicle is in the floating state, a wheel speed control mode is adopted.

[0450] Figure 13 A schematic diagram of the vehicle control device provided in this application is shown below. Figure 13 As shown, the vehicle is equipped with a propeller and wheel-side motors, and the vehicle control unit 130 includes:

[0451] The determination module 1301 is configured to determine the state of a vehicle when it is detected that the vehicle is wading through water.

[0452] The determination module 1301 is also configured to determine the first rotational speed of the thruster and the second rotational speed of the wheel-side motor based on the driver's intention data, the capability status of the thruster and the capability status of the wheel-side motor if the state is floating.

[0453] The control module 1302 is configured to control the thruster according to a first rotational speed and to control the wheel-side motor according to a second rotational speed.

[0454] The determination module 1301 is also configured to perform torque distribution on the front and rear axles of the vehicle if the state is in the water inlet state or the water outlet state, so as to obtain the required torque of the front axle and the required torque of the rear axle.

[0455] The control module 1302 is also configured to control the vehicle based on the required torque of the front axle and the required torque of the rear axle.

[0456] In one possible implementation, the determining module 1301 is specifically configured as follows:

[0457] Based on driver intent data, actual vehicle speed, front axle load, and rear axle load, determine the required torque for the front axle and the required torque for the rear axle.

[0458] In one possible implementation, the determining module 1301 is specifically configured as follows:

[0459] The total torque demand is determined based on driver intent data, actual vehicle speed, preset speed threshold, vehicle mass, rolling resistance coefficient, road gradient, and tire radius.

[0460] The torque distribution coefficients for the front axle and rear axle are determined based on the front axle load, rear axle load, average front axle wheel speed, and average rear axle wheel speed.

[0461] The required torque for the front axle and the required torque for the rear axle are determined based on the torque distribution coefficient of the front axle, the torque distribution coefficient of the rear axle, and the total required torque.

[0462] In one possible implementation, the determining module 1301 is specifically configured as follows:

[0463] The base total torque requirement is determined based on driver intent data and actual vehicle speed.

[0464] The total torque required for correction is determined based on the preset vehicle speed threshold, actual vehicle speed, vehicle mass, rolling resistance coefficient, road gradient, and tire radius.

[0465] The smaller of the base total demand torque and the modified total demand torque is determined as the total demand torque.

[0466] In one possible implementation, the determining module 1301 is specifically configured as follows:

[0467] The value obtained by dividing the front axle load by the rear axle load is determined as the basic torque distribution coefficient of the rear axle.

[0468] The corrected torque distribution coefficient for the rear axle is determined based on the average wheel speeds of the front and rear axles.

[0469] The product of the basic torque distribution factor and the modified torque distribution factor of the rear axle is determined as the torque distribution factor of the rear axle.

[0470] The torque distribution coefficient of the front axle is determined based on the torque distribution coefficient of the rear axle.

[0471] In one possible implementation, the determining module 1301 is specifically configured as follows:

[0472] When a vehicle is detected wading through water, its status is determined based on the vehicle's suspension holding force, vehicle attitude data, and the vehicle's immersion depth collected by the water depth sensor.

[0473] In one possible implementation, the determining module 1301 is specifically configured as follows:

[0474] The weights of the thrusters are determined based on the capability status of the thrusters and the capability status of the wheel-side motors.

[0475] Based on the driver's intention data and the weight of the thruster, the first speed of the thruster and the second speed of the wheel-side motor are determined.

[0476] In one possible implementation, the determining module 1301 is specifically configured as follows:

[0477] The weights of the thrusters are determined based on driver intent data, vehicle attitude data, thruster capability status, and wheel-side motor capability status.

[0478] In one possible implementation, the determining module 1301 is specifically configured as follows:

[0479] The first sub-weight of the thruster is determined based on the capability status of the thruster and the capability status of the wheel-side motor.

[0480] The second sub-weight of the thruster is determined based on the driver's intention data.

[0481] The third sub-weight of the thruster is determined based on the vehicle attitude data.

[0482] The product of the first sub-weight, the second sub-weight, and the third sub-weight is determined as the weight of the thruster.

[0483] In one possible implementation, the capability status includes fault-free, capability-limited, and inoperable. The determination module 1301 is specifically configured as follows:

[0484] If the thruster's capability status is fault-free, then the first sub-weight of the thruster is determined to be 1.

[0485] If the thruster's capability state is "unable to drive," then the first sub-weight of the thruster is determined to be 0.

[0486] If the thruster's capability state is limited and the wheel-side motor's capability state is undriveable, then the first sub-weight of the thruster is determined to be 1.

[0487] If the propeller's capability status is limited and the wheel-side motor's capability status is not undriveable, then the preset maximum vehicle speed corresponding to the preset maximum speed of the propeller is determined.

[0488] If the requested speed is greater than the preset maximum speed, the ratio between the preset maximum speed and the requested speed will be determined as the first sub-weight.

[0489] If the requested vehicle speed is not greater than the preset maximum vehicle speed, then 1 will be determined as the first sub-weight.

[0490] In one possible implementation, the determining module 1301 is specifically configured as follows:

[0491] Based on driver intent data, actual vehicle speed, wheelbase, and the weight of the thruster, the first sub-desired motion state quantity corresponding to the thruster and the second sub-desired motion state quantity corresponding to the wheel-side motor are determined.

[0492] The first rotational speed of the thruster is determined based on the first desired motion state quantity.

[0493] The second rotational speed of the wheel-side motor is determined based on the second desired motion state quantity.

[0494] In one possible implementation, the determining module 1301 is specifically configured as follows:

[0495] Based on driver intent data, actual vehicle speed, and wheelbase, the desired motion state quantities of the vehicle are determined.

[0496] Based on the weight of the thruster, the desired motion state of the vehicle is assigned to the thruster and the wheel-side motor respectively, resulting in the first sub-desired motion state corresponding to the thruster and the second sub-desired motion state corresponding to the wheel-side motor.

[0497] In one possible implementation, the determining module 1301 is specifically configured as follows:

[0498] Determine the target vehicle speed based on driver intention data.

[0499] The target yaw rate is determined based on driver intent data, actual vehicle speed, and wheelbase.

[0500] Among them, the target vehicle speed and the target yaw rate are the expected motion state quantities of the vehicle.

[0501] In one possible implementation, the sub-desired motion state quantities include the sub-target vehicle speed and the sub-target yaw rate. The determining module 1301 is specifically configured as follows:

[0502] The first base rotational speed is determined based on the first sub-target vehicle speed included in the first sub-expected motion state quantity.

[0503] The first corrected rotational speed is determined based on the first sub-target yaw rate included in the first sub-desired motion state quantity.

[0504] The first rotational speed of the thruster is determined based on the first base rotational speed and the first corrected rotational speed.

[0505] In one possible implementation, the determining module 1301 is specifically configured as follows:

[0506] Based on the vehicle's steering direction, the thruster located on the inside of the steering path is identified as the target thruster.

[0507] The difference between the first base speed and the first corrected speed is determined as the first candidate speed.

[0508] The negative value of the first base speed is determined as the second candidate speed.

[0509] The larger of the first candidate speed and the second candidate speed is determined as the first speed of the target thruster.

[0510] The first base speed is determined as the first speed of all thrusters except the target thruster.

[0511] In one possible implementation, the determining module 1301 is specifically configured as follows:

[0512] The second base rotational speed is determined based on the second sub-target vehicle speed included in the second sub-desired motion state quantity.

[0513] The second corrected rotational speed is determined based on the second sub-target yaw rate contained in the second sub-desired motion state quantity.

[0514] The second speed of the wheel-side motor is determined based on the second base speed and the second correction speed.

[0515] In one possible implementation, the determining module 1301 is specifically configured as follows:

[0516] Based on the vehicle's steering direction, the wheel-side motor located on the inside of the steering path is identified as the target wheel-side motor.

[0517] The difference between the second base speed and the second modified speed is determined as the third candidate speed.

[0518] The negative value of the second base speed is determined as the fourth candidate speed.

[0519] The larger of the third and fourth candidate speeds is determined as the second speed of the target wheel-side motor.

[0520] The second base speed is determined as the second speed of other wheel-side motors besides the target wheel-side motor.

[0521] The vehicle control device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0522] Figure 14 A schematic diagram of the vehicle structure provided in the embodiments of this application. Figure 2 .like Figure 14 As shown, the vehicle 140 provided in this embodiment includes: a vehicle body 1401, at least one processor 1402, a memory 1403, a thruster 1404, and a wheel-side motor 1405.

[0523] Optionally, the vehicle 140 also includes a communication component 1406.

[0524] The processor 1402, memory 1403, thruster 1404, wheel-side motor 1405, and communication component 1406 are connected via bus 1407.

[0525] In a specific implementation, at least one processor 1402 executes computer execution instructions stored in memory 1403, causing at least one processor 1402 to perform the above-described method.

[0526] The specific implementation process of processor 1402 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0527] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0528] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0529] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0530] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0531] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0532] The aforementioned readable storage medium 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. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0533] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an application-specific integrated circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0534] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0535] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0536] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0537] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0538] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0539] Finally, it should be noted that other embodiments of this application will readily conceive of by those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes may be made without departing from its scope.

Claims

1. A vehicle control method, characterized in that, Applied to a vehicle in which a propulsion system and wheel-side motors are deployed, the method includes: When a vehicle is detected to be wading through water, its current state is determined. If the state is floating, then the weight of the thruster is determined based on the driver's intention data, vehicle posture data, the capability status of the thruster, and the capability status of the wheel-side motor; and the first rotational speed of the thruster and the second rotational speed of the wheel-side motor are determined according to the driver's intention data and the weight of the thruster. The thruster is controlled according to the first rotational speed, and the wheel-side motor is controlled according to the second rotational speed; If the state is in the water entry state or the water exit state, then the torque is distributed between the front and rear axles of the vehicle to obtain the required torque for the front axle and the required torque for the rear axle. The vehicle is controlled based on the required torque of the front axle and the required torque of the rear axle.

2. The method according to claim 1, characterized in that, The process of distributing torque between the front and rear axles of the vehicle to obtain the required torque for the front axle and the required torque for the rear axle includes: Based on the driver intent data, actual vehicle speed, front axle load, and rear axle load, the required torque for the front axle and the required torque for the rear axle are determined.

3. The method according to claim 2, characterized in that, The process of determining the required torque for the front axle and the required torque for the rear axle based on the driver's intention data, actual vehicle speed, front axle load, and rear axle load includes: The total required torque is determined based on the driver's intention data, the actual vehicle speed, the preset vehicle speed threshold, the vehicle mass, the rolling resistance coefficient, the road gradient, and the tire radius. Based on the front axle load, the rear axle load, the average wheel speed of the front axle, and the average wheel speed of the rear axle, determine the torque distribution coefficient of the front axle and the torque distribution coefficient of the rear axle; The required torque for the front axle and the required torque for the rear axle are determined based on the torque distribution coefficient of the front axle, the torque distribution coefficient of the rear axle, and the total required torque.

4. The method according to claim 3, characterized in that, The step of determining the total required torque based on the driver's intention data, the actual vehicle speed, the preset vehicle speed threshold, the vehicle mass, the rolling resistance coefficient, the road gradient, and the tire radius includes: Based on the driver's intention data and the actual vehicle speed, determine the basic total torque requirement; The total torque required for correction is determined based on the preset vehicle speed threshold, the actual vehicle speed, the vehicle mass, the rolling resistance coefficient, the road gradient, and the tire radius. The smaller of the base total demand torque and the modified total demand torque is determined as the total demand torque.

5. The method according to claim 3, characterized in that, The step of determining the torque distribution coefficient of the front axle and the torque distribution coefficient of the rear axle based on the front axle load, the rear axle load, the average wheel speed of the front axle, and the average wheel speed of the rear axle includes: The value obtained by dividing the front axle load by the rear axle load is determined as the basic torque distribution coefficient of the rear axle. Based on the average wheel speed of the front axle and the average wheel speed of the rear axle, determine the corrected torque distribution coefficient of the rear axle; The product of the base torque distribution coefficient of the rear axle and the modified torque distribution coefficient of the rear axle is determined as the torque distribution coefficient of the rear axle. The torque distribution coefficient of the front axle is determined based on the torque distribution coefficient of the rear axle.

6. The method according to any one of claims 1-5, characterized in that, When a vehicle is detected to be wading through water, determining the vehicle's current state includes: When the vehicle is detected to be wading through water, the vehicle's state is determined based on the vehicle's suspension holding force, vehicle attitude data, and the vehicle's immersion depth collected by the water depth sensor.

7. The method according to claim 1, characterized in that, The step of determining the weight of the thruster based on the driver intention data, vehicle posture data, the capability status of the thruster, and the capability status of the wheel-side motor includes: The first sub-weight of the thruster is determined based on the capability status of the thruster and the capability status of the wheel-side motor; Based on the driver's intention data, determine the second sub-weight of the thruster; Based on the vehicle attitude data, the third sub-weight of the thruster is determined; The product of the first sub-weight, the second sub-weight, and the third sub-weight is determined as the weight of the thruster.

8. The method according to claim 7, characterized in that, The capability status includes no fault, limited capability, and inability to drive. Determining the first sub-weight of the thruster based on the capability status of the thruster and the capability status of the wheel-side motor includes: If the capability status of the thruster is fault-free, then the first sub-weight of the thruster is determined to be 1; If the capability state of the thruster is that it cannot be driven, then the first sub-weight of the thruster is determined to be 0; If the capability state of the thruster is limited and the capability state of the wheel-side motor is undriveable, then the first sub-weight of the thruster is determined to be 1. If the propeller's capability status is limited and the wheel-side motor's capability status is not undriveable, then the preset maximum vehicle speed corresponding to the preset maximum rotational speed of the propeller is determined. If the requested vehicle speed is greater than the preset maximum vehicle speed, then the ratio between the preset maximum vehicle speed and the requested vehicle speed is determined as the first sub-weight. If the requested vehicle speed is not greater than the preset maximum vehicle speed, then 1 is determined as the first sub-weight.

9. The method according to claim 7 or 8, characterized in that, The step of determining the first rotational speed of the propeller and the second rotational speed of the wheel-side motor based on driver intention data and the weight of the propeller includes: Based on the driver intention data, actual vehicle speed, wheelbase, and the weight of the thruster, determine the first sub-desired motion state quantity corresponding to the thruster and the second sub-desired motion state quantity corresponding to the wheel-side motor; The first rotational speed of the thruster is determined based on the first desired motion state quantity; The second rotational speed of the wheel-side motor is determined based on the second desired motion state quantity.

10. The method according to claim 9, characterized in that, The step of determining the first sub-desired motion state quantity corresponding to the thruster and the second sub-desired motion state quantity corresponding to the wheel-side motor based on the driver intention data, actual vehicle speed, wheelbase, and the weight of the thruster includes: Based on the driver's intention data, the actual vehicle speed, and the wheelbase, the desired motion state quantity of the vehicle is determined; Based on the weight of the thruster, the desired motion state of the vehicle is assigned to the thruster and the wheel-side motor respectively, to obtain the first sub-desired motion state corresponding to the thruster and the second sub-desired motion state corresponding to the wheel-side motor.

11. The method according to claim 10, characterized in that, Determining the desired motion state of the vehicle based on the driver's intention data, the actual vehicle speed, and the wheelbase includes: Determine the target vehicle speed based on the driver's intention data; The target yaw rate is determined based on the driver's intention data, the actual vehicle speed, and the wheelbase. The target vehicle speed and the target yaw rate are the desired motion state quantities of the vehicle.

12. The method according to claim 9, characterized in that, The desired motion state quantities include the target vehicle speed and the target yaw rate. Determining the first rotational speed of the thruster based on the first desired motion state quantity includes: The first base rotational speed is determined based on the first sub-target vehicle speed included in the first sub-expected motion state quantity; The first corrected rotational speed is determined based on the first sub-target yaw rate included in the first sub-desired motion state quantity; The first rotational speed of the thruster is determined based on the first base rotational speed and the first corrected rotational speed.

13. The method according to claim 12, characterized in that, Determining the first rotational speed of the thruster based on the first base rotational speed and the first corrected rotational speed includes: Based on the vehicle's steering direction, the thruster located on the inside of the steering direction is identified as the target thruster; The difference between the first base speed and the first modified speed is determined as the first candidate speed. The negative value of the first base speed is determined as the second candidate speed; The larger of the first candidate speed and the second candidate speed is determined as the first speed of the target thruster; The first base speed is determined as the first speed of all thrusters other than the target thruster.

14. The method according to claim 9, characterized in that, Determining the second rotational speed of the wheel-side motor based on the second desired motion state quantity includes: The second base rotational speed is determined based on the second sub-target vehicle speed included in the second sub-desired motion state quantity; The second corrected rotational speed is determined based on the second sub-target yaw rate included in the second sub-desired motion state quantity; The second speed of the wheel-side motor is determined based on the second base speed and the second corrected speed.

15. The method according to claim 14, characterized in that, Determining the second speed of the wheel-side motor based on the second base speed and the second modified speed includes: Based on the vehicle's steering direction, the wheel-side motor located on the inside of the steering path is identified as the target wheel-side motor; The difference between the second base speed and the second modified speed is determined as the third candidate speed. The negative value of the second base speed is determined as the fourth candidate speed; The larger of the third candidate speed and the fourth candidate speed is determined as the second speed of the target wheel-side motor; The second base speed is determined as the second speed of other wheel-side motors besides the target wheel-side motor.

16. A vehicle control device, characterized in that, The vehicle is equipped with a propulsion system and wheel-side motors, the device comprising: The determination module is configured to determine the state of the vehicle when it is detected that the vehicle is wading through water; The determining module is further configured to, if the state is a floating state, determine the weight of the thruster based on driver intention data, vehicle posture data, the capability state of the thruster, and the capability state of the wheel-side motor; and determine the first rotational speed of the thruster and the second rotational speed of the wheel-side motor according to the driver intention data and the weight of the thruster. The control module is configured to control the thruster according to the first rotational speed and to control the wheel-side motor according to the second rotational speed; The determining module is further configured to perform torque distribution on the front and rear axles of the vehicle if the state is an in-water state or an out-of-water state, thereby obtaining the required torque for the front axle and the required torque for the rear axle. The control module is also configured to control the vehicle based on the required torque of the front axle and the required torque of the rear axle.

17. A vehicle, characterized in that, include: Vehicle body, propeller, wheel-side motors, memory, and processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-15.

18. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-15.

19. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method described in any one of claims 1-15.

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