Vehicle control method, vehicle control apparatus, vehicle control system, and storage medium

Abstract

A vehicle control method, a vehicle control apparatus (100), a vehicle control system (200), and a computer-readable storage medium (300). The vehicle control method in the embodiments of the present application comprises: acquiring the current yaw rate and the current sideslip angle; acquiring a target yaw rate and a target sideslip angle; and, on the basis of the current yaw rate, the current sideslip angle, the target yaw rate and the target sideslip angle, individually controlling a plurality of front wheels and / or a plurality of rear wheels of a vehicle.

Description

Vehicle control method, vehicle control device, vehicle control system, and storage medium

[0001] Priority information

[0002] This application claims priority to and the benefit of the filing date of Chinese Patent Application No. 2024108449987 filed on June 27, 2024 in the China National Intellectual Property Office, and is incorporated herein by reference in its entirety. TECHNICAL FIELD

[0003] The present application relates to the technical field of vehicle control, in particular to a vehicle control method, a vehicle control device, a vehicle control system and a computer readable storage medium. BACKGROUND

[0004] When a vehicle travels on a road prone to instability (for example, a road with a split), the longitudinal forces on each side of the vehicle will be different, causing the vehicle to become unstable during travel, and thus in the process of emergency acceleration or emergency braking, it is easy to cause a traffic accident, endangering the safety of the driver. The instability of the vehicle is mainly related to the yaw angular velocity and the center of mass side slip angle. The current vehicle control method only controls the stability of the vehicle by controlling the center of mass side slip angle or the yaw angular velocity, which is very limited in improving the steering stability of the vehicle.

[0005] SUMMARY

[0006] The embodiments of the present application provide a vehicle control method, a vehicle control device, a vehicle control system and a computer readable storage medium to solve at least one of the above technical problems.

[0007] The vehicle control method of the embodiments of the present application comprises:

[0008] obtaining a current yaw angular velocity and a current center of mass side slip angle of the vehicle;

[0009] obtaining a target yaw angular velocity and a target center of mass side slip angle of the vehicle;

[0010] independently controlling a plurality of front wheels and / or a plurality of rear wheels in the vehicle according to the current yaw angular velocity, the current center of mass side slip angle, the target yaw angular velocity and the target center of mass side slip angle.

[0011] The vehicle control device of the embodiments of the present application comprises:

[0012] a state estimation module configured to obtain a current yaw angular velocity and a current center of mass side slip angle of the vehicle;

[0013] A computing control module is configured to obtain a target yaw rate and a target center of mass side slip angle of the vehicle, and independently control a plurality of front wheels and / or a plurality of rear wheels in the vehicle according to the current yaw rate, the current center of mass side slip angle, the target yaw rate and the target center of mass side slip angle.

[0014] The vehicle control system of the embodiments of the present application comprises one or more processors and a memory, the memory storing a computer program, and the computer program, when executed by the processor, implements the vehicle control method.

[0015] The computer readable storage medium of the embodiments of the present application stores a computer program, and the program, when executed by a processor, implements the vehicle control method.

[0016] The vehicle control method, the vehicle control device, the vehicle control system and the computer readable storage medium of the embodiments of the present application obtain a current yaw rate and a current center of mass side slip angle of the vehicle, and a target yaw rate and a target center of mass side slip angle of the vehicle, and independently control a plurality of front wheels and / or a plurality of rear wheels according to the current yaw rate, the current center of mass side slip angle, the target yaw rate and the target center of mass side slip angle. In this way, the yaw rate and the center of mass side slip angle of the vehicle can be controlled simultaneously, the yaw amplitude and the heading angle offset of the vehicle are reduced, and the driving stability of the vehicle is improved.

[0017] Additional aspects and advantages of the embodiments of the present application will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0018] The above and / or additional aspects and advantages of the present application will become apparent and be readily appreciated from the following description, including the appended drawings, wherein:

[0019] Fig. 1 is a flowchart of a vehicle control method according to some embodiments of the present application;

[0020] Fig. 2 is a flowchart of a vehicle control method according to some embodiments of the present application;

[0021] Fig. 3 is a schematic diagram of a vehicle in a state of instability according to some embodiments of the present application;

[0022] Fig. 4 is a schematic diagram of the relationship between the rear wheel steering angle, the yaw moment and the center of mass side slip angle on a low adhesion road according to some embodiments of the present application;

[0023] Fig. 5 is a schematic diagram of the relationship between the rear wheel steering angle, the yaw moment and the center of mass side slip angle on a high adhesion road according to some embodiments of the present application;

[0024] FIG. 6 is a flowchart of a vehicle control method according to some embodiments of the present application;

[0025] FIG. 7 is a flowchart of a vehicle control method according to some embodiments of the present application;

[0026] FIG. 8 is a flowchart of a vehicle control method according to some embodiments of the present application;

[0027] FIG. 9 is a flowchart of a vehicle control method according to some embodiments of the present application;

[0028] FIG. 10 is a flowchart of a vehicle control method according to some embodiments of the present application;

[0029] FIG. 11 is a flowchart of a vehicle control method according to some embodiments of the present application;

[0030] FIG. 12 is a block diagram of a vehicle control device according to some embodiments of the present application;

[0031] FIG. 13 is a block diagram of a vehicle control device according to some embodiments of the present application;

[0032] FIG. 14 is a block diagram of a vehicle control system according to some embodiments of the present application;

[0033] FIG. 15 is a connection state diagram of a computer readable storage medium and a processor according to some embodiments of the present application. DETAILED DESCRIPTION

[0034] Embodiments of the present application will be described below with reference to the accompanying drawings. Like or similar elements are referred to by like or similar reference numerals throughout the drawings. In addition, the embodiments of the present application described below with reference to the accompanying drawings are examples for explaining the present application, and should not be construed as limiting the present application.

[0035] Referring to FIGS. 1 and 2, a vehicle control method according to an embodiment of the present application includes:

[0036] 010: obtaining a current yaw rate and a current center side slip angle of the vehicle;

[0037] 020: obtaining a target yaw rate and a target center side slip angle of the vehicle;

[0038] 030: independently controlling a plurality of front wheels and / or a plurality of rear wheels in the vehicle according to the current yaw rate, the current center side slip angle, the target yaw rate, and the target center side slip angle.

[0039] The vehicle control method of the embodiments of the present application, by obtaining the current yaw rate and the current center of mass side slip angle of the vehicle, and the target yaw rate and the target center of mass side slip angle of the vehicle, controls the plurality of front wheels and / or the plurality of rear wheels independently according to the current yaw rate, the current center of mass side slip angle, the target yaw rate and the target center of mass side slip angle. In this way, the yaw rate and the center of mass side slip angle of the vehicle can be controlled simultaneously, the yaw amplitude and the heading angle offset of the vehicle can be reduced, and the driving stability of the vehicle can be improved.

[0040] When the vehicle is running on a road prone to instability, during acceleration or braking of the vehicle, due to the inconsistent road adhesion coefficients of the wheels, an additional yaw force is generated to make the vehicle rotate around the center of mass, and the vehicle is in an unstable state. As shown in FIG. 3, the left side is a low adhesion road, and the right side is a high adhesion road. The vehicle is driven in four-wheel drive mode. In combination with FIGS. 4 and 5, when the vehicle is running on a high adhesion road, under the same wheel rotation angle, a larger yaw moment is generated compared to a low adhesion road. Therefore, when the vehicle is running on a road prone to instability, the yaw rates of the wheels may be different, and when the vehicle starts to accelerate on the above-mentioned split road, the drive wheels on the left side road will slip, and the vehicle will generate a yaw moment rotating counterclockwise, and the vehicle will be deflected.

[0041] The instability state is mainly related to the yaw rate and the center of mass side slip angle. The greater the yaw rate, the faster the vehicle rotates around the center of mass. The center of mass side slip angle is represented by the lateral speed and the longitudinal speed. The greater the center of mass side slip angle, the greater the vehicle deviates from the target driving trajectory. Therefore, the yaw rate and the center of mass side slip angle need to be controlled to stabilize the vehicle driving trajectory.

[0042] Specifically, the current yaw rate and the current center of mass side slip angle of the vehicle can be obtained, and the target yaw rate and the target center of mass side slip angle of the vehicle can be obtained, and the order of obtaining the two is not limited. The plurality of front wheels and / or the plurality of rear wheels in the vehicle are independently controlled according to the current yaw rate, the current center of mass side slip angle, the target yaw rate and the target center of mass side slip angle. For example, the plurality of front wheels in the vehicle can be independently controlled according to the above parameters; or the plurality of rear wheels in the vehicle can be independently controlled; or the plurality of front wheels and the plurality of rear wheels in the vehicle can be independently controlled. The plurality refers to two or more.

[0043] It should be noted that, according to the current yaw rate, the current center of mass side slip angle, the target yaw rate and the target center of mass side slip angle, the plurality of front wheels and / or the plurality of rear wheels in the vehicle can be independently controlled for steering, and / or the plurality of front wheels and / or the plurality of rear wheels in the vehicle can be independently controlled for driving. Independently controlling the plurality of front wheels and / or the plurality of rear wheels in the vehicle for steering means that, for wheels on road surfaces with different adhesion coefficients, the steering motor applies different steering torques to control the plurality of front wheels and / or the plurality of rear wheels to rotate different angles, so as to stabilize the vehicle. Independently controlling the plurality of front wheels and / or the plurality of rear wheels in the vehicle for driving means that, for wheels on road surfaces with different adhesion coefficients, the driving motor applies different driving forces to drive the plurality of front wheels and / or the plurality of rear wheels, so as to prevent the vehicle from yawing.

[0044] In the related art, an active rear wheel steering system is used to reduce the additional yaw rate or the center of mass side slip angle generated in the vehicle instability process, so as to stabilize the vehicle driving trajectory. The active rear wheel steering system has only one control quantity of the rear wheel rotation angle, and can only select one of the yaw rate and the center of mass side slip angle as a control target, control the plurality of rear wheels together, and the plurality of rear wheels can only rotate in the same direction. However, the yaw rate and the center of mass side slip angle both have a great influence on the stability of the vehicle, and there is a mutual influence between the two. As shown in FIG. 4, when the yaw moment of the vehicle is zero, the center of mass side slip angle can be large, and at this time the vehicle is still in an unstable state. If only the yaw rate is controlled, the center of mass side slip angle is large, and vice versa, if only the center of mass side slip angle is controlled, the yaw angle is large. Therefore, taking the yaw rate or the center of mass side slip angle as a single control target is very limited for improving the vehicle handling stability.

[0045] In the embodiments of the present application, taking the independent control of the plurality of front wheels and / or the plurality of rear wheels in the vehicle for steering as an example, when the center of mass side slip angle is fixed to zero, the yaw moment can be effectively improved by adjusting the steering angle of the wheels, and then the yaw rate is improved. Therefore, the control characteristics of the independent steering of the wheels can be used to simultaneously control the center of mass side slip angle and the yaw rate by independently steering and adjusting the plurality of wheels. Specifically, the plurality of front wheels and / or the plurality of rear wheels can be independently controlled according to the current yaw rate, the current center of mass side slip angle, the target yaw rate and the target center of mass side slip angle. In this way, when the vehicle is driving on the unstable road surface, the yaw rate and the center of mass side slip angle of the vehicle can be simultaneously controlled, the yaw amplitude and the heading angle offset of the vehicle are reduced, and the driving stability of the vehicle is improved.

[0046] In some embodiments, the unstable road surface includes a split road surface, a butt joint road surface, a chessboard road surface or an icy slope road surface.

[0047] Specifically, the road surface with different adhesion coefficients on the left and right sides of the vehicle is a split road surface, such as a waterlogged asphalt road surface. When the vehicle drives on the split road surface, the left wheel drives on the dry asphalt road surface, and the right wheel drives on the waterlogged road surface. The adhesion coefficients of the road surfaces on the left and right sides of the vehicle are different, and the vehicle is prone to instability. The road surface with different adhesion coefficients in front and back of the vehicle is a butt joint road surface. When the vehicle drives on the butt joint road surface, the adhesion coefficients of the road surfaces in front and back of the vehicle are different, and the vehicle is prone to instability. The road surface with different adhesion coefficients in a chessboard pattern is a chessboard road surface, such as a waterlogged asphalt road surface. When the vehicle drives on the chessboard road surface, the left front wheel and the right rear wheel drive on the dry asphalt road surface, and the right front wheel and the left rear wheel drive on the waterlogged road surface. The adhesion coefficients of the road surfaces on which each wheel drives may all be different, and the vehicle is prone to instability. The ice and snow slope road surface has different concave and convex or has ice and snow convex, and the road surface condition is relatively complex. When the vehicle drives on the ice and snow slope road surface, the adhesion coefficients of the road surfaces on which each wheel drives may all be different, and the vehicle is prone to instability.

[0048] The process of independently controlling the steering of multiple front wheels and / or multiple rear wheels in the vehicle according to the current yaw rate, the current center side slip angle, the target yaw rate and the target center side slip angle will be described in detail below by taking the example of independently controlling the steering of two rear wheels.

[0049] Please refer to FIG. 2 and FIG. 6. In some embodiments, the vehicle control method further comprises:

[0050] 040: obtaining a current sensor signal of the vehicle, wherein the current sensor signal comprises a current yaw angular acceleration and a current vehicle speed;

[0051] At this time, the current yaw rate and the current center side slip angle of the vehicle are obtained (i.e., 010), which comprises:

[0052] 011: calculating the current yaw rate according to the current yaw angular acceleration;

[0053] 012: calculating the current center side slip angle according to the current vehicle speed.

[0054] The current sensor signal can include the current vehicle speed, the wheel speed, the opening state of the electronic parking brake (EPB) system, the accelerator pedal signal, the brake pedal signal, the front / rear wheel steering angle signal, the suspension height, the yaw angular acceleration and the lateral acceleration, etc. The current yaw rate can be calculated according to the current yaw angular acceleration, and the calculation formula is as follows:

[0055] wherein ω r is the yaw rate, is the yaw angular acceleration.

[0056] In addition, the current vehicle speed includes a lateral (e.g., Y-axis direction in FIG. 3) vehicle speed and a longitudinal (e.g., X-axis direction in FIG. 3) vehicle speed, and a current center of mass side slip angle can be calculated according to the lateral vehicle speed and the longitudinal vehicle speed, and the calculation formula is as follows:

[0057] wherein β is the center of mass side slip angle, V y is the lateral vehicle speed, and V x is the longitudinal vehicle speed.

[0058] Referring to FIGS. 3 and 7, in some embodiments, the vehicle control method further comprises:

[0059] 050: obtaining a current sensor signal of the vehicle, wherein the current sensor signal includes a current front wheel steering angle signal;

[0060] At this time, obtaining a target yaw rate and a target center of mass side slip angle of the vehicle (i.e., 020) comprises:

[0061] 021: calculating an expected yaw rate and an expected center of mass side slip angle according to the current front wheel steering angle signal;

[0062] 022: determining the target yaw rate and the target center of mass side slip angle according to the expected yaw rate and the expected center of mass side slip angle.

[0063] Specifically, when the vehicle is in an unstable state, for example, the unstable state in FIG. 3, the driver can control the front wheel steering system by the steering wheel to make the front wheel turn to the right, so that the target yaw rate and the target center of mass side slip angle can be determined by the current front wheel steering angle, to calculate the angles at which the two rear wheels need to turn, i.e., the first steering angle and the second steering angle. The left rear wheel and the right rear wheel steering motor apply a steering torque to make the steering angles reach a preset state, until the vehicle is no longer in an unintended yaw and driving deviation state, and reaches a safe and stable driving state.

[0064] The current sensor signal includes a current front wheel steering angle signal. It can be understood that the steering angle of the front wheel of the vehicle can be controlled by the steering angle of the steering wheel controlled by the driver, and then the current front wheel steering angle signal can represent the current steering wheel steering angle. According to the current front wheel steering angle signal, an expected yaw rate and an expected center of mass side slip angle can be calculated, and the expected yaw rate and the expected center of mass side slip angle are the expected values of the driver. The calculation formula of the expected yaw rate ω ref is as follows: ω ref = G k · δ f (3)

[0065] wherein G ω is a transfer function of the change of the yaw rate caused by the front wheel steering angle, and δ fis the current front wheel steering angle. G ω The expression of G r may be as follows:

[0066] where a is the distance from the vehicle's center of mass to the front axle of the vehicle, and b is the distance from the vehicle's center of mass to the rear axle of the vehicle; K represents the stability factor of the steering characteristics of the vehicle, and its expression is:

[0067] where m is the mass of the vehicle, and K r and K f represent the equivalent cornering stiffness of the front and rear wheels of the vehicle, respectively.

[0068] The calculation formula of the desired center of mass side slip angle β ref may be β ref = G β · δ f . Where G β is the transfer function of the change of the center of mass side slip angle caused by the front wheel steering angle. In one example, G β = 0, therefore, β ref = 0.

[0069] Then, the target yaw rate and the target center of mass side slip angle can be determined according to the desired yaw rate and the desired center of mass side slip angle. For example, the desired yaw rate can be taken as the target yaw rate, and the desired center of mass side slip angle can be taken as the target center of mass side slip angle. Or, the desired yaw rate and the desired center of mass side slip angle can be relatedly operated, and the operated yaw rate and center of mass side slip angle can be taken as the target yaw rate and the target center of mass side slip angle.

[0070] Please refer to FIG. 2 and FIG. 8, in some embodiments, the plurality of front wheels and / or the plurality of rear wheels (i.e., 030) in the vehicle are independently controlled according to the current yaw rate, the current center of mass side slip angle, the target yaw rate and the target center of mass side slip angle, including:

[0071] 031: calculating a first steering angle and a second steering angle corresponding to two rear wheels in the vehicle according to the current yaw rate, the current center of mass side slip angle, the target yaw rate and the target center of mass side slip angle;

[0072] 032: controlling the steering of the two rear wheels according to the first steering angle and the second steering angle.

[0073] Specifically, a first steering angle and a second steering angle corresponding to the two rear wheels in the vehicle can be calculated according to the current yaw rate, the current center side slip angle, the target yaw rate and the target center side slip angle. According to a linear two-degree of freedom (2-DOF) vehicle dynamic model, the target yaw rate and the target center side slip angle, a steady-state equation of the vehicle is as follows:

[0074] wherein x = [β ω d ] ref ω ref ] T ; u = [δ d ] f ; τ ω and τ β represent inertia link time constants of the yaw rate and the center side slip angle, respectively.

[0075] In one example, the steering of the left rear wheel can be controlled according to the first steering angle, and the steering of the right rear wheel can be controlled according to the second steering angle. Let the first steering angle be δ rl , and let the second steering angle be δ rr . Then, the state equation of the vehicle can be described as:

[0076] wherein x = [β ω r ] T ; u = [δ rl δ rr ] T ;

[0077] I z is the whole vehicle moment of inertia.

[0078] Referring to FIG. 2 and FIG. 9, in some embodiments, calculating a first steering angle and a second steering angle corresponding to the two rear wheels in the vehicle according to the current yaw rate, the current center side slip angle, the target yaw rate and the target center side slip angle (i.e., 031) comprises:

[0079] 0311: determining a first steering angle and a second steering angle corresponding to the two rear wheels in the vehicle according to the current yaw rate, the current center side slip angle, the target yaw rate and the target center side slip angle, so that the tracking errors between the current yaw rate and the target yaw rate, and between the current center side slip angle and the target center side slip angle are minimized.

[0080] Specifically, a classical Linear Quadratic Regulator (LQR) control method is used for control, and the tracking error is defined as:

[0081] According to equations (6) and (7), we have:

[0082] It can be seen that the problem of controlling the vehicle to meet the state of zero centroid side slip angle and the minimum yaw rate is to find the optimal solution that minimizes the tracking error. Therefore, equation (9) is an optimal quadratic control problem, and its optimal solution can be described as:

[0083] where Q and R are weighting matrices, i.e., LQR controller parameters; Q is a symmetric semi-positive definite matrix with a dimension of 2x2; and R is a symmetric positive definite matrix with a dimension of 4x4. The control parameters Q and R can be adjusted according to experience or simulation test results, and remain unchanged after the adjustment process is completed. Therefore, solving equation (10) can determine the first steering angle and the second steering angle, so that the steering of the two rear wheels can be controlled according to the first steering angle and the second steering angle. It should be noted that equation (10) can be solved by Hamilton function method or any other solving method, which is not limited here.

[0084] Referring to FIGS. 2 and 10, in some embodiments, controlling the steering of the two rear wheels (i.e., 032) according to the first steering angle and the second steering angle comprises:

[0085] 0321: determining whether the first steering angle and the second steering angle are within a predetermined angle control range;

[0086] 0322: when the first steering angle and the second steering angle are within the predetermined angle control range, controlling the current steering angles of the two rear wheels according to the first steering angle and the second steering angle;

[0087] 0323: when the first steering angle and the second steering angle are not within the predetermined angle control range, controlling the current steering angles of the two rear wheels to decrease to zero at a preset rate.

[0088] The predetermined angle control range can be set according to actual conditions. In some embodiments, the predetermined angle control range corresponding to the first steering angle is [-10°, +10°], and / or the predetermined angle control range corresponding to the second steering angle is [-10°, +10°]. That is, the predetermined angle control range corresponding to the first steering angle can be set as [-10°, +10°], and the predetermined angle control range corresponding to the second steering angle is set in other intervals; or the predetermined angle control range corresponding to the second steering angle can be set as [-10°, +10°], and the predetermined angle control range corresponding to the first steering angle is set in other intervals; or the predetermined angle control range corresponding to the first steering angle and the predetermined angle control range corresponding to the second steering angle can both be set as [-10°, +10°].

[0089] Specifically, it is first determined whether the first steering angle and the second steering angle are in the predetermined angle control range. When the first steering angle and the second steering angle are in the predetermined angle control range, the angle that the rear wheels need to steer is small, and the current steering angles of the two rear wheels are controlled according to the first steering angle and the second steering angle, so that the two rear wheels can be directly steered. For example, the first steering angle is used to control the steering of the left rear wheel, and the current steering angle of the left rear wheel is m°. When the first steering angle is 10° and the predetermined angle control range corresponding to the first steering angle is [-10°, +10°], the first steering angle is in the predetermined angle control range. Therefore, the steering motor of the left rear wheel can be controlled to exert a rotation torque on the left rear wheel to control the left rear wheel to steer from m° to 10°.

[0090] When the first steering angle and the second steering angle are not in the predetermined angle control range, the angle that the rear wheels need to steer is large, and the current steering angles of the two rear wheels are directly controlled to decrease to zero at a preset rate, which is equivalent to turning the rear wheels back to zero. For example, the second steering angle is used to control the steering of the right rear wheel, and the current steering angle of the right rear wheel is m°. When the second steering angle is 30° and the predetermined angle control range corresponding to the second steering angle is [-10°, +10°], the second steering angle is not in the predetermined angle control range. Therefore, the steering motor of the right rear wheel can be controlled to exert a rotation torque on the right rear wheel to control the right rear wheel to decrease from m° to zero at a preset rate.

[0091] In this way, the first steering angle and the second steering angle are calculated according to the current yaw rate, the current center of mass side slip angle, the target yaw rate and the target center of mass side slip angle, and the steering of the two rear wheels is controlled by the first steering angle and the second steering angle, so that the current yaw rate and the current center of mass side slip angle of the two rear wheels of the vehicle are close to or equal to the target yaw rate and the target center of mass side slip angle.

[0092] Referring to FIG. 2 and FIG. 11, in some embodiments, after controlling the current steering angles of the two rear wheels according to the first steering angle and the second steering angle (i.e., 0322), and / or before obtaining the current yaw rate and the current center side slip angle of the vehicle (i.e., 010), the vehicle control method further comprises:

[0093] 060: determining whether the vehicle is currently on a road surface prone to instability;

[0094] 070: when the vehicle is currently on the road surface prone to instability, performing the step of obtaining the current yaw rate and the current center side slip angle of the vehicle.

[0095] Specifically, during driving, the vehicle can determine whether the vehicle is currently on the road surface prone to instability. When it is determined that the vehicle is on the road surface prone to instability, the above-mentioned step of obtaining the current yaw rate and the current center side slip angle of the vehicle is performed. When it is determined that the vehicle is not on the road surface prone to instability, the vehicle proceeds normally. In addition, after controlling the current steering angles of the two rear wheels according to the first steering angle and the second steering angle, it can also be determined whether the vehicle is currently on the road surface prone to instability. When it is determined that the vehicle is on the road surface prone to instability, it means that the multiple front wheels and / or the multiple rear wheels in the vehicle still need to be controlled, and therefore, it is necessary to return to the step of obtaining the current yaw rate and the current center side slip angle of the vehicle. When it is determined that the vehicle is not on the road surface prone to instability, it means that the multiple front wheels and / or the multiple rear wheels in the vehicle do not need to be controlled, and the control of the multiple front wheels and / or the multiple rear wheels in the vehicle can be ended.

[0096] It should be noted that whether the vehicle is on the road surface prone to instability can be determined according to one or more of the current wheel speed, the vehicle speed, the yaw rate, and the road surface vision signal. For example, whether the vehicle is on the road surface prone to instability can be determined according to the current wheel speed and the vehicle speed. When the current wheel speed of the vehicle is equal to the current vehicle speed, it means that the wheels do not produce slip rolling, and the vehicle is not on the road surface prone to instability. When the current wheel speed of the vehicle is greater than the current vehicle speed, it means that the wheels produce slip rolling, and the vehicle is on the road surface prone to instability. Alternatively, whether the vehicle is on the road surface prone to instability can be determined according to the road surface vision signal. The road surface vision signal can be obtained by detecting the current road surface based on computer vision, and can include the current road surface state, the probability of being on the road surface prone to instability, etc. Of course, a combination of multiple determination methods can also be used for comprehensive determination to obtain more accurate determination results, which will not be illustrated one by one here.

[0097] Referring to FIG. 12, the application also provides a vehicle control device 100, which comprises a state estimation module 10 and a calculation control module 20. The state estimation module 10 is configured to obtain a current yaw rate and a current center side slip angle of the vehicle. The calculation control module 20 is configured to obtain a target yaw rate and a target center side slip angle of the vehicle, and to independently control the steering of a plurality of front wheels and / or a plurality of rear wheels in the vehicle according to the current yaw rate, the current center side slip angle, the target yaw rate and the target center side slip angle.

[0098] In particular, the calculation control module 20 can comprise a central calculation module 21, a first steering angle control module 22 and a second steering angle control module 23. The central calculation module 21 is configured to obtain the target yaw rate and the target center side slip angle of the vehicle. The central calculation module 21, the first steering angle control module 22 and the second steering angle control module 23 are configured to independently control the steering of the plurality of front wheels and / or the plurality of rear wheels in the vehicle according to the current yaw rate, the current center side slip angle, the target yaw rate and the target center side slip angle.

[0099] Referring to FIG. 13, in some embodiments, the vehicle control device 100 further comprises a signal acquisition module 30. The signal acquisition module 30 is configured to obtain a current sensor signal of the vehicle, wherein the current sensor signal comprises a current yaw angular acceleration and a current vehicle speed. At this time, the state estimation module 10 is specifically configured to calculate the current yaw rate according to the current yaw angular acceleration, and to calculate the current center side slip angle according to the current vehicle speed.

[0100] In some embodiments, the signal acquisition module 30 is further configured to obtain a current sensor signal of the vehicle, wherein the current sensor signal comprises a current front wheel steering angle signal. At this time, the calculation control module 20 is specifically configured to calculate a desired yaw rate and a desired center side slip angle according to the current front wheel steering angle signal, and to determine the target yaw rate and the target center side slip angle according to the desired yaw rate and the desired center side slip angle.

[0101] In particular, the central calculation module 21 of the calculation control module 20 is configured to calculate the desired yaw rate and the desired center side slip angle according to the current front wheel steering angle signal, and to determine the target yaw rate and the target center side slip angle according to the desired yaw rate and the desired center side slip angle.

[0102] In some embodiments, the calculation control module 20 is specifically configured to calculate a first steering angle and a second steering angle corresponding to two rear wheels in the vehicle according to the current yaw rate, the current center side slip angle, the target yaw rate and the target center side slip angle, and to control the steering of the two rear wheels according to the first steering angle and the second steering angle.

[0103] The central computing module 21 of the computing control module 20 is configured to calculate the first steering angle and the second steering angle corresponding to the two rear wheels of the vehicle according to the current yaw rate, the current center side slip angle, the target yaw rate and the target center side slip angle. The first steering angle control module 22 and the second steering angle control module 23 of the computing control module 20 are configured to control the current steering angles of the two rear wheels according to the first steering angle and the second steering angle.

[0104] In some embodiments, the computing control module 20 is specifically configured to determine the first steering angle and the second steering angle corresponding to the two rear wheels of the vehicle according to the current yaw rate, the current center side slip angle, the target yaw rate and the target center side slip angle, so that the tracking errors between the current yaw rate and the target yaw rate, and between the current center side slip angle and the target center side slip angle are minimized. This can be specifically performed by the central computing module 21 of the computing control module 20.

[0105] In some embodiments, the computing control module 20 is specifically configured to determine whether the first steering angle and the second steering angle are within a predetermined angle control range; when the first steering angle and the second steering angle are within the predetermined angle control range, control the current steering angles of the two rear wheels according to the first steering angle and the second steering angle; when the first steering angle and the second steering angle are not within the predetermined angle control range, control the current steering angles of the two rear wheels to decrease to zero at a preset rate.

[0106] The central computing module 21 of the computing control module 20 is configured to determine whether the first steering angle and the second steering angle are within a predetermined angle control range. The first steering angle control module 22 and the second steering angle control module 23 of the computing control module 20 are configured to: when the first steering angle and the second steering angle are within the predetermined angle control range, control the current steering angles of the two rear wheels according to the first steering angle and the second steering angle; when the first steering angle and the second steering angle are not within the predetermined angle control range, control the current steering angles of the two rear wheels to decrease to zero at a preset rate.

[0107] In some embodiments, after controlling the current steering angles of the two rear wheels according to the first steering angle and the second steering angle, and / or before obtaining the current yaw rate and the current center side slip angle of the vehicle, the computing control module 20 is further configured to determine whether the vehicle is currently on a road surface prone to instability; when the vehicle is currently on the road surface prone to instability, the state estimation module 10 is further configured to perform the step of obtaining the current yaw rate and the current center side slip angle of the vehicle.

[0108] The central computing module 21 of the computing control module 20 is configured to determine whether the vehicle is currently on a road surface prone to instability.

[0109] It should be noted that the above-mentioned vehicle control method in the foregoing embodiments is also applicable to the vehicle control device 100 in the embodiments of the present application, and will not be repeated here.

[0110] Referring to FIG. 14, the embodiments of the present application further provide a vehicle control system 200, which comprises one or more processors 210 and a memory 220, and the memory 220 stores a computer program, and the computer program is executed by the processor 210 to implement the vehicle control method in any of the above-mentioned embodiments.

[0111] For example, the computer program is executed by the processor 210 to implement the vehicle control method as follows:

[0112] 010: obtaining a current yaw rate and a current center side slip angle of the vehicle;

[0113] 020: obtaining a target yaw rate and a target center side slip angle of the vehicle;

[0114] 030: independently controlling a plurality of front wheels and / or a plurality of rear wheels in the vehicle according to the current yaw rate, the current center side slip angle, the target yaw rate and the target center side slip angle.

[0115] For another example, the computer program is executed by the processor 210 to implement the vehicle control method as follows:

[0116] 040: obtaining a current sensor signal of the vehicle, wherein the current sensor signal comprises a current yaw angular acceleration and a current vehicle speed;

[0117] At this time, the current yaw rate and the current center side slip angle of the vehicle are obtained (i.e. 010), which comprises:

[0118] 011: calculating the current yaw rate according to the current yaw angular acceleration;

[0119] 012: calculating the current center side slip angle according to the current vehicle speed.

[0120] It should be noted that the above-mentioned vehicle control method and the vehicle control device 100 in the foregoing embodiments are also applicable to the vehicle control system 200 in the embodiments of the present application, and will not be repeated here.

[0121] Referring to FIG. 15, the embodiments of the present application further provide a computer readable storage medium 300, which stores a computer program 310, and the program is executed by a processor 320 to implement the vehicle control method in any of the above-mentioned embodiments.

[0122] For example, the program is executed by the processor 320 to implement the vehicle control method as follows:

[0123] 010: obtaining a current yaw rate and a current center of mass side slip angle of the vehicle;

[0124] 020: obtaining a target yaw rate and a target center of mass side slip angle of the vehicle;

[0125] 030: independently controlling a plurality of front wheels and / or a plurality of rear wheels in the vehicle according to the current yaw rate, the current center of mass side slip angle, the target yaw rate and the target center of mass side slip angle.

[0126] For another example, when the program is executed by the processor 320, the following vehicle control method is implemented:

[0127] 040: obtaining a current sensor signal of the vehicle, wherein the current sensor signal comprises a current yaw angular acceleration and a current vehicle speed;

[0128] At this time, the current yaw rate and the current center of mass side slip angle of the vehicle are obtained (i.e., 010), comprising:

[0129] 011: calculating the current yaw rate according to the current yaw angular acceleration;

[0130] 012: calculating the current center of mass side slip angle according to the current vehicle speed.

[0131] It should be noted that the above-mentioned vehicle control method and the vehicle control device 100 are also applicable to the computer readable storage medium 300 of the embodiments of the present application, and will not be described here.

[0132] In summary, the vehicle control method, the vehicle control device 100, the vehicle control system 200 and the computer readable storage medium 300 of the embodiments of the present application, by obtaining the current yaw rate and the current center of mass side slip angle of the vehicle, and the target yaw rate and the target center of mass side slip angle of the vehicle, and independently controlling the plurality of front wheels and / or the plurality of rear wheels according to the current yaw rate, the current center of mass side slip angle, the target yaw rate and the target center of mass side slip angle. In this way, the yaw rate and the center of mass side slip angle of the vehicle can be controlled simultaneously, the yaw amplitude and the heading angle offset of the vehicle are reduced, and the driving stability of the vehicle is improved.

[0133] In the description of the application, reference has been made to descriptive terms such as "one embodiment", "some embodiments", "an example", "a specific example" or "some examples" etc. Such terminology means that a particular feature, structure, material or characteristic being described is included in at least one embodiment or example of the application. The illustrative examples given are not necessarily mutually exclusive, and the illustrative features, structures, materials or characteristics can be combined in any suitable manner in any one or more embodiments or examples. Moreover, where the description states that a feature, structure, material or characteristic is included in at least one embodiment or example, it is understood that the feature, structure, material or characteristic is included in at least one embodiment or example of the application, unless the description states otherwise.

[0134] Any process or method described in flow charts or otherwise described herein can be understood as representing a module, segment, or portion of code that includes one or more executable instructions for implementing specific logical functions or steps, and the preferred embodiments of the application include additional or fewer steps, in a different order, or in combination with other functions, as can be desirable, and the scope of the application should not be limited to the exact sequence of steps described herein.

[0135] The logic and / or steps represented in flow charts or otherwise described herein, for example, can be embodied in computer-readable storage media, which can be any available media that can be accessed by a general purpose or special purpose computing system, including a processor-based system, computer-based system, or similar system or device that can fetch instructions from the instructions-executing system, device, or apparatus and execute the instructions. For purposes of this description, a computer- readable storage medium can be any tangible apparatus that can contain, store, communicate, propagate, or transport a program for use by or in connection with the instructions-executing system, apparatus, or device. Computer-readable storage media can comprise computer storage media and communication media. Computer storage media can include volatile and non-volatile, removable and non-removable media implemented in any method or technology for storage of information such as computer readable instructions, data structures, program modules or other data. The system memory, as an example, is computer storage media. Although the computer storage media is not tangible, computer storage media has a concrete physical form. Computer storage media includes tangible storage media or memory media such as hard disks, floppy disks, RAM, ROM, EEPROM, flash memory or other memory technology, compact discs (CDs), digital versatile discs (DVDs), or other optical disk storage, magnetic cassettes, magnetic tapes, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store the desired information and which can be accessed by the a general purpose or special purpose computing system. Accordingly, computer-readable storage media does not include communication media, which includes any medium that facilitates transfer of a program of machine-readable instructions from one place to another via propagation signals, such as carrier waves, pulses, electromagnetic waves, radio frequency signals, infrared signals, or other transmission mechanisms.

[0136] It should be understood that parts of the present application can be realized in hardware, software, firmware, or a combination thereof. In the above-described implementation, a plurality of steps or methods can be realized by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if realized in hardware, and as in another implementation, it can be realized by any one or a combination of the following technologies known in the art: discrete logic circuit with logic gate circuit for implementing logic functions on data signals, application specific integrated circuit with suitable combination logic gate circuit, programmable gate array (PGA), field programmable gate array (FPGA), etc.

[0137] Those skilled in the art of the present technology can understand that all or part of the steps carried out by the above-mentioned embodiment method can be completed by a program instructing the relevant hardware, and the program can be stored in a computer readable storage medium. When the program is executed, it includes one of the steps of the method embodiment or a combination thereof. In addition, each functional unit in each embodiment of the present application can be integrated in one processing module, or each unit can be physically present separately, or two or more units can be integrated in one module. The above-mentioned integrated module can be realized in the form of hardware or in the form of a software function module. The integrated module, if realized in the form of a software function module and sold or used as an independent product, can also be stored in a computer readable storage medium. The above-mentioned storage medium can be a read-only memory, a magnetic disk or an optical disk, etc.

[0138] Although the embodiments of the present application have been shown and described above, it should be understood that the above-described embodiments are exemplary and cannot be construed as limiting the present application. Those skilled in the art can make changes, modifications, replacements and variations to the above-described embodiments within the scope of the present application, and the scope of the present application is defined by the claims and their equivalents.

Claims

1. A vehicle control method in which, The vehicle control method comprises: obtaining a current yaw rate and a current center side slip angle of the vehicle; obtaining a target yaw rate and a target center side slip angle of the vehicle; independently controlling a plurality of front wheels and / or a plurality of rear wheels in the vehicle according to the current yaw rate, the current center side slip angle, the target yaw rate and the target center side slip angle.

2. The vehicle control method according to claim 1, wherein The vehicle control method further comprises: obtaining a current sensor signal of the vehicle, wherein the current sensor signal comprises a current yaw angular acceleration and a current vehicle speed; the obtaining of the current yaw rate and the current center side slip angle of the vehicle comprises: calculating the current yaw rate according to the current yaw angular acceleration; calculating the current center side slip angle according to the current vehicle speed.

3. The vehicle control method according to claim 1, wherein The vehicle control method further comprises: obtaining a current sensor signal of the vehicle, wherein the current sensor signal comprises a current front wheel steering angle signal; the obtaining of the target yaw rate and the target center side slip angle of the vehicle comprises: calculating an expected yaw rate and an expected center side slip angle according to the current front wheel steering angle signal; determining the target yaw rate and the target center side slip angle according to the expected yaw rate and the expected center side slip angle.

4. The vehicle control method according to claim 1, wherein The independently controlling of the plurality of front wheels and / or the plurality of rear wheels in the vehicle according to the current yaw rate, the current center side slip angle, the target yaw rate and the target center side slip angle comprises: calculating a first steering angle and a second steering angle corresponding to two rear wheels in the vehicle respectively according to the current yaw rate, the current center side slip angle, the target yaw rate and the target center side slip angle; controlling steering of the two rear wheels according to the first steering angle and the second steering angle.

5. The vehicle control method according to claim 4, wherein The calculating of the first steering angle and the second steering angle corresponding to the two rear wheels in the vehicle respectively according to the current yaw rate, the current center side slip angle, the target yaw rate and the target center side slip angle comprises: determining the first steering angle and the second steering angle corresponding to the two rear wheels in the vehicle respectively according to the current yaw rate, the current center side slip angle, the target yaw rate and the target center side slip angle, so that tracking errors between the current yaw rate and the target yaw rate, and between the current center side slip angle and the target center side slip angle are minimized. The controlling of the steering of the two rear wheels according to the first steering angle and the second steering angle comprises:

6. The vehicle control method according to claim 4, wherein judging whether the first steering angle and the second steering angle are in a predetermined angle control range; when the first steering angle and the second steering angle are in the predetermined angle control range, controlling a current steering angle of the two rear wheels according to the first steering angle and the second steering angle; when the first steering angle and the second steering angle are not in the predetermined angle control range, controlling the current steering angle of the two rear wheels to decrease to zero at a preset rate. the predetermined angle control range corresponding to the first steering angle is [-10°, +10°]; and / or 7. The vehicle control method according to claim 6, wherein the predetermined angle control range corresponding to the second steering angle is [-10°, +10°]. The second steering angle corresponds to the predetermined angle control range [-10°, +10°].

8. The vehicle control method according to claim 6, wherein After the current steering angles of the two rear wheels are controlled according to the first steering angle and the second steering angle, and / or before the current yaw rate and the current center side slip angle of the vehicle are obtained, the vehicle control method further comprises: determining whether the vehicle is currently on a road surface prone to instability; When the vehicle is currently on the road surface prone to instability, the step of obtaining the current yaw rate and the current center side slip angle of the vehicle is performed.

9. The vehicle control method according to claim 8, wherein The road surface prone to instability includes a road surface with opposite open roads, a road surface with butt joint roads, a road surface with a chessboard pattern, or an icy and snowy slope road surface.

10. A vehicle control device, wherein, Comprise: a state estimation module for obtaining the current yaw rate and the current center side slip angle of the vehicle; a calculation control module for obtaining a target yaw rate and a target center side slip angle of the vehicle, and independently controlling a plurality of front wheels and / or a plurality of rear wheels in the vehicle according to the current yaw rate, the current center side slip angle, the target yaw rate and the target center side slip angle.

11. A vehicle control system, wherein, The vehicle control system comprises one or more processors and a memory, and the memory stores a computer program, which, when executed by the processor, implements the vehicle control method of any one of claims 1-9.

12. A computer readable storage medium having stored thereon a computer program, wherein, The program is executed by the processor to implement the vehicle control method of any one of claims 1-9.

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