Vehicle, control method and control device thereof, and computer readable storage medium

Abstract

The application discloses a vehicle and a control method and a control device thereof and a computer readable storage medium, and the method comprises the following steps: acquiring the speed of the vehicle; after receiving a braking instruction, if the slip ratio and / or deceleration of the wheels of the vehicle meet a first preset anti-slip condition, the braking torque of the corresponding wheels is adjusted; after receiving a driving instruction, if the slip ratio and / or acceleration of the wheels of the vehicle meet a second preset anti-slip condition, the driving torque of the corresponding wheels is adjusted. According to the control method, the braking torque can be adjusted according to the slip ratio and / or deceleration of the wheels of the vehicle, and the driving torque can be adjusted according to the slip ratio and / or acceleration of the wheels of the vehicle, so that the stability and safety of the operation of the vehicle are improved, and the safety of the driver and the passenger is ensured.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to a vehicle control method, a vehicle control device, a computer-readable storage medium, and a vehicle. Background Technology

[0002] With the advancement of motor manufacturing technology and the development of new energy vehicle manufacturing technology, distributed control based on four-wheel drive equipped with four motors or front-wheel drive or rear-wheel drive equipped with two motors will be a key point of competition for various new energy vehicle manufacturers in the next few years.

[0003] Currently, most vehicles use ESP (Electronic Stability Program) / ABS (antilock brake system) controllers from major international manufacturers to ensure vehicle braking and skidding control. However, both are passive controls and are subject to the suppliers of each ESP / ABS system. Vehicle manufacturers cannot independently determine the amount of electric braking force that the motor participates in braking. On wet or icy roads, if the driving force or braking force is too large, exceeding the friction braking force that the road surface can provide, the vehicle will skid. This can lead to vehicle instability, fishtailing, forward lurching, and other situations, posing safety hazards to the driver and passengers. Summary of the Invention

[0004] This invention aims to at least partially solve one of the technical problems in the related art. Therefore, the first objective of this invention is to provide a vehicle control method capable of adjusting the braking torque based on the slip ratio and / or deceleration of each wheel, and adjusting the driving torque based on the slip ratio and / or acceleration of each wheel, thereby improving the stability and safety of vehicle operation and ensuring the safety of the driver and passengers.

[0005] The second objective of this invention is to provide a vehicle control device.

[0006] A third objective of this invention is to provide a computer-readable storage medium.

[0007] The fourth objective of this invention is to provide a vehicle.

[0008] To achieve the above objectives, a first aspect of the present invention provides a vehicle control method, comprising: acquiring the vehicle speed; upon receiving a braking command, adjusting the braking torque of the corresponding wheel if the slip ratio and / or deceleration of the vehicle wheel meets a first preset anti-slip condition; and adjusting the driving torque of the corresponding wheel if the slip ratio and / or acceleration of the vehicle wheel meets a second preset anti-slip condition upon receiving a driving command.

[0009] According to the vehicle control method of this invention, the vehicle speed is first acquired. Then, upon receiving a braking command, if the slip ratio and / or deceleration of the vehicle wheels meet a first preset anti-slip condition, the braking torque of the corresponding wheel is adjusted. Upon receiving a driving command, if the slip ratio and / or acceleration of the vehicle wheels meet a second preset anti-slip condition, the driving torque of the corresponding wheel is adjusted. Thus, this method can adjust the braking torque according to the slip ratio and / or deceleration of each wheel of the vehicle, and adjust the driving torque according to the slip ratio and / or acceleration of each wheel of the vehicle, thereby improving the stability and safety of vehicle operation and ensuring the safety of the driver and passengers.

[0010] In addition, the vehicle control method according to the above embodiments of the present invention may also have the following additional technical features:

[0011] According to one embodiment of the present invention, the first preset anti-slip condition is: the slip rate of the wheel exceeds a first preset threshold; or the deceleration of the wheel exceeds a preset deceleration threshold.

[0012] According to one embodiment of the present invention, adjusting the braking torque of a corresponding wheel includes: reducing the braking torque of a wheel whose slip ratio exceeds a first preset threshold according to a first preset gradient.

[0013] According to one embodiment of the present invention, after adjusting the braking torque of the corresponding wheel, the vehicle control method further includes: estimating the vehicle speed and deceleration at the next moment; if it is determined that the wheel has a slippage tendency based on the vehicle speed and deceleration at the next moment, then reducing the braking torque of the wheel with the slippage tendency according to a second preset gradient.

[0014] According to one embodiment of the present invention, determining that a vehicle has a slippage tendency based on the vehicle speed and deceleration at the next moment includes: the slip ratio of the wheels gradually increasing; or the rate of change of the slip ratio of the wheels being greater than a first set rate of change threshold; or; or the deceleration of the wheels exceeding a set deceleration threshold.

[0015] According to one embodiment of the present invention, after increasing the braking torque of the wheel with a slippage tendency according to the second preset gradient, the vehicle control method further includes: obtaining the steering wheel angle; if the steering wheel angle is greater than the preset angle threshold, then when the vehicle's electronic stability system is not activated, adjusting the braking torque of the wheel according to the vehicle's actual estimated center of gravity sideslip angle or actual yaw rate.

[0016] According to one embodiment of the present invention, the second preset anti-slip condition is: the slip rate of the wheel exceeds the second preset threshold; or the acceleration of the wheel exceeds the preset acceleration threshold.

[0017] According to one embodiment of the present invention, adjusting the driving torque of a corresponding wheel includes: reducing the driving torque of a wheel whose slip ratio exceeds a second preset threshold according to a third preset gradient.

[0018] According to one embodiment of the present invention, after adjusting the driving torque of the corresponding wheel, the vehicle control method further includes: estimating the vehicle speed and acceleration at the next moment; if it is determined that the wheel has a slipping tendency based on the vehicle speed and acceleration at the next moment, then increasing the driving torque of the wheel with the slipping tendency according to a fourth preset gradient.

[0019] According to one embodiment of the present invention, determining that a wheel has a slipping tendency based on the vehicle speed and acceleration at the next moment includes: the wheel slip rate gradually increasing; or the wheel slip rate changing rate being greater than a second preset change rate threshold; or; or the wheel acceleration exceeding a preset acceleration threshold.

[0020] According to one embodiment of the present invention, after increasing the driving torque of the wheel with a slippage tendency according to the fourth preset gradient, the vehicle control method further includes: obtaining the steering wheel angle; if the steering wheel angle is greater than the preset angle threshold, then when the vehicle's traction control system is not activated, adjusting the driving torque of the wheel according to the vehicle's actual estimated center of gravity sideslip angle or actual yaw rate.

[0021] According to one embodiment of the present invention, adjusting the braking torque / driving torque of the wheels based on the vehicle's actual estimated sideslip angle and / or actual yaw rate includes: if the vehicle's actual estimated sideslip angle and / or actual yaw rate meet preset conditions, then based on fuzzy control, using the difference between the actual estimated sideslip angle and the target sideslip angle, and the difference between the actual yaw rate and the target yaw rate as inputs, to obtain a driving yaw torque or a braking yaw torque; adjusting the braking torque of the wheels based on the braking yaw torque; or adjusting the driving torque of the wheels based on the driving yaw torque.

[0022] According to one embodiment of the present invention, determining that the actual estimated sideslip angle and / or actual yaw rate of the vehicle meet preset conditions includes: acquiring the target sideslip angle and target yaw rate of the vehicle; and determining that the preset conditions are met when the difference between the target sideslip angle and the actual estimated sideslip angle is greater than a preset angle threshold, and / or the difference between the target yaw rate and the actual yaw rate is greater than a preset angular velocity threshold.

[0023] According to one embodiment of the present invention, after receiving a braking command, the vehicle control method further includes: if the vehicle's electronic stability system is activated, reducing the braking torque of the corresponding wheel according to the fifth gradient.

[0024] According to one embodiment of the present invention, after receiving the driving command, the vehicle control method further includes: if the vehicle's traction control system is in an active state, reducing the driving torque of the corresponding wheel according to the sixth gradient.

[0025] To achieve the above objectives, a second aspect of the present invention provides a vehicle control device, comprising: an acquisition module for acquiring the vehicle speed; a first adjustment module for adjusting the braking torque of the corresponding wheel if the slip ratio and / or deceleration of the vehicle wheel meets a first preset anti-slip condition after receiving a braking command; and a second adjustment module for adjusting the driving torque of the corresponding wheel if the slip ratio and / or acceleration of the vehicle wheel meets a second preset anti-slip condition after receiving a driving command.

[0026] According to an embodiment of the vehicle control device of the present invention, an acquisition module is used to acquire the vehicle speed, a first adjustment module is used to adjust the braking torque of the corresponding wheel if the slip ratio and / or deceleration of the vehicle wheel meets a first preset anti-slip condition after receiving a braking command, and a second adjustment module is used to adjust the driving torque of the corresponding wheel if the slip ratio and / or acceleration of the vehicle wheel meets a second preset anti-slip condition after receiving a driving command. Thus, the device can adjust the braking torque according to the slip ratio and / or deceleration of each wheel of the vehicle, and adjust the driving torque according to the slip ratio and / or acceleration of each wheel of the vehicle, thereby improving the stability and safety of vehicle operation and ensuring the safety of the driver and passengers.

[0027] To achieve the above objectives, a third aspect of the present invention provides a computer-readable storage medium having a vehicle control program stored thereon, which, when executed by a processor, implements the vehicle control method described above.

[0028] According to the computer-readable storage medium of the present invention, by executing the above-described vehicle control method, the braking torque can be adjusted according to the slip ratio and / or deceleration of each wheel of the vehicle, and the driving torque can be adjusted according to the slip ratio and / or acceleration of each wheel of the vehicle, thereby improving the stability and safety of vehicle operation and ensuring the safety of drivers and passengers.

[0029] To achieve the above objectives, a vehicle is provided in a fourth aspect of the present invention, including a memory, a processor, and a vehicle control program stored in the memory and executable on the processor. When the processor executes the vehicle control program, it implements the above-described vehicle control method.

[0030] According to the vehicle of the present invention, by executing the above-described vehicle control method, the braking torque can be adjusted according to the slip ratio and / or deceleration of each wheel of the vehicle, and the driving torque can be adjusted according to the slip ratio and / or acceleration of each wheel of the vehicle, thereby improving the stability and safety of vehicle operation and ensuring the safety of the driver and passengers.

[0031] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0032] Figure 1 A flowchart of a vehicle control method according to an embodiment of the present invention;

[0033] Figure 2 This is a schematic diagram of the yaw moment fuzzy controller calculation according to an embodiment of the present invention;

[0034] Figure 3 A flowchart illustrating a vehicle control method according to a specific example of vehicle braking according to the present invention;

[0035] Figure 4 A flowchart illustrating a vehicle control method according to a specific example of vehicle driving according to the present invention;

[0036] Figure 5 This is a block diagram of a vehicle control device according to an embodiment of the present invention;

[0037] Figure 6 This is a block diagram of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0038] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0039] The following description, with reference to the accompanying drawings, outlines an embodiment of the vehicle control method, a vehicle control device, a computer-readable storage medium, and a vehicle.

[0040] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of the present invention.

[0041] like Figure 1 As shown, the vehicle control method of this embodiment of the invention may include the following steps:

[0042] S1, obtain the vehicle speed.

[0043] S2, upon receiving a braking command, if the slip ratio and / or deceleration of the vehicle wheels meet a first preset anti-slip condition, the braking torque of the corresponding wheel is adjusted. The first preset anti-slip condition is: the slip ratio of a wheel exceeds a first preset threshold; or the deceleration of a wheel exceeds a preset deceleration threshold. The first preset threshold and the preset deceleration threshold can be determined based on actual conditions.

[0044] S3, upon receiving the driving command, if the slip ratio and / or acceleration of the vehicle wheels meet the second preset anti-slip condition, the driving torque of the corresponding wheel is adjusted. The second preset anti-slip condition is: the slip ratio of a wheel exceeds a second preset threshold; or the acceleration of a wheel exceeds a preset acceleration threshold. The second preset threshold and the preset acceleration threshold can be determined based on actual conditions.

[0045] Specifically, when adjusting the braking torque or driving torque of the corresponding wheels of a vehicle, the vehicle speed is first acquired. For example, the actual wheel speeds sent by ESP (Electronic Stability Program) without filtering can be used as the reference speed. Control commands from the vehicle are then received and responded to, such as drive control commands or braking control commands. When the control command is determined to be a braking command, for example, when the driver brakes in an emergency, the opening and rate of change of the brake pedal can be collected. Based on the opening and rate of change of the brake pedal, it is determined whether the vehicle should brake. After receiving the braking command, the slip ratio of the current vehicle wheels and the deceleration during braking are judged. The lateral acceleration and longitudinal acceleration of the current vehicle are collected, as well as the rotational speed of each wheel's drive motor. After filtering, the wheel speed of each wheel is calculated based on the motor speed. Thus, the slip ratio of the current wheel can be calculated based on the vehicle speed and wheel speed. The slip ratio of the wheel is then judged. When the wheel slip ratio is greater than a first preset threshold, slippage is likely to occur, and the braking torque of the corresponding wheel can be adjusted to ensure vehicle stability during braking. Alternatively, if the wheel deceleration exceeds a preset deceleration threshold, it indicates a large rate of change in the brake pedal during braking, suggesting an emergency braking situation. To prevent wheel slippage, the braking torque of the corresponding wheel can be adjusted to ensure vehicle stability during braking. Or, if the wheel slip ratio is greater than a first preset threshold, and the wheel deceleration exceeds a preset deceleration threshold, the braking torque of the corresponding wheel can be adjusted to prevent wheel slippage and ensure vehicle stability during braking.

[0046] When the control command is determined to be a drive command, such as when a driver drives the vehicle by pressing the accelerator pedal, the degree and rate of change of the accelerator pedal can be used to determine whether the vehicle is being driven. After receiving the drive command, the slip ratio of the current vehicle wheels and the acceleration during drive are judged. The actual wheel speeds sent by ESP without filtering can be used as the reference vehicle speed. The lateral acceleration, longitudinal acceleration, and rotational speed of each wheel drive motor are collected. After filtering, the wheel speeds are calculated based on the motor speeds. The slip ratio of the current wheels is then calculated based on the vehicle speed and wheel speeds. The slip ratio of the wheels is judged. When the wheel slip ratio is greater than a second preset threshold, slippage is likely to occur. The drive torque of the corresponding wheel can be adjusted to ensure vehicle stability during drive. Alternatively, when the wheel acceleration exceeds a preset acceleration threshold, it indicates that the rate of change of the accelerator pedal is large during drive, indicating an emergency acceleration. To prevent wheel slippage, the drive torque of the corresponding wheel can be adjusted to ensure vehicle stability during drive. Alternatively, when the wheel slip ratio is greater than the second preset threshold and the wheel acceleration exceeds the preset acceleration threshold, the driving torque of the corresponding wheel can be adjusted to prevent wheel slippage and ensure vehicle stability during driving.

[0047] The specific workflow of the vehicle control method of the present invention is described in detail below.

[0048] According to one embodiment of the present invention, adjusting the braking torque of a corresponding wheel includes: reducing the braking torque of a wheel whose slip ratio exceeds a first preset threshold according to a first preset gradient. The first preset gradient can be determined based on actual conditions.

[0049] Specifically, when adjusting the braking torque of the corresponding wheel, the braking torque of the wheel whose slip ratio exceeds the first preset threshold can be reduced according to a certain gradient (first preset gradient) to perform torque interference. For example, according to a preset gradient table, the braking torque value of the wheel that needs to be reduced corresponds one-to-one with the braking torque value of the wheel that currently exceeds the first preset threshold, so that the braking torque of the wheel can be adjusted appropriately to ensure the stability of the vehicle body.

[0050] According to one embodiment of the present invention, after adjusting the braking torque of the corresponding wheel, the vehicle control method further includes: estimating the vehicle speed and deceleration at the next moment; if it is determined that the wheel has a slippage tendency based on the vehicle speed and deceleration at the next moment, then reducing the braking torque of the wheel with the slippage tendency according to a second preset gradient. The second preset gradient can be determined according to the actual situation.

[0051] Furthermore, according to one embodiment of the present invention, determining that the vehicle has a slippage tendency based on the vehicle speed and deceleration at the next moment includes: the slip rate of the wheels gradually increasing; or the rate of change of the slip rate of the wheels being greater than a first preset rate of change threshold; or; or the deceleration of the wheels exceeding a preset deceleration threshold. The first preset rate of change threshold and the preset deceleration threshold can be determined according to actual conditions.

[0052] Specifically, after adjusting the braking torque of the corresponding wheels, the vehicle speed and deceleration at the next moment can be predicted. For example, the vehicle speed and deceleration at the next moment under braking conditions can be predicted using genetic algorithms and BP (Back Propagation) neural network algorithms, such as selecting feature parameters: average vehicle speed, average deceleration, vehicle speed variance, inertial energy variance, and vehicle idling time ratio. Average vehicle speed is selected as one of the feature parameters for classification in the BP neural network vehicle speed prediction model. The vehicle idling time ratio is used as a supplementary classification feature parameter for the BP neural network vehicle speed prediction model, and the vehicle speed classification boundary is determined. The average vehicle speed, average deceleration, vehicle speed variance, inertial energy variance, and vehicle idling time ratio are used as inputs to the BP neural network. Six BP neural networks can be set up. The first five networks use the historical 5-second vehicle speed as input, occupying one neuron per second, totaling 5 to 10 neurons. The sixth BP neural network uses the historical 10-second vehicle speed as input, occupying one neuron per second, totaling 1 to 10 neurons. The output layer has 5 neurons, which can obtain the predicted vehicle speed within the next 5 seconds. The initial values ​​of hidden layer neurons in each BP neural network vehicle speed prediction sub-model were determined using empirical formulas. Then, a growth algorithm was used to search for specific hidden layer neuron nodes. Next, a Genetic Algorithm (GA) was introduced, with a population of M=10, a genetic generation of G=50, a crossover probability Pc=0.7, and a mutation probability Pm=0.02. This optimized the weights and thresholds of the BP neural network vehicle speed prediction model to output the estimated vehicle speed and deceleration for the next moment. After obtaining the vehicle speed and deceleration for the next moment, it can be determined whether there is a tendency for wheel slippage. When the slip rate of a wheel gradually increases, the braking torque of the wheel with a slippage tendency can be reduced according to a second preset gradient. Alternatively, when the rate of change of the slip rate of a wheel exceeds a first preset rate of change threshold, the braking torque of the wheel with a slippage tendency can be reduced according to a second preset gradient. Or, when the deceleration of a wheel exceeds a preset deceleration threshold, the braking torque of the wheel with a slippage tendency can be reduced according to a second preset gradient to ensure vehicle stability. Among them, the braking torque is negative, that is, the absolute value of the control braking torque decreases.

[0053] According to one embodiment of the present invention, after increasing the braking torque of the wheel with a slippage tendency according to a second preset gradient, the vehicle control method further includes: obtaining the steering wheel angle; if the steering wheel angle is greater than a preset angle threshold, then, when the vehicle's electronic stability system is not activated, adjusting the braking torque of the wheel according to the vehicle's actual estimated center of gravity sideslip angle and / or actual yaw rate. The preset angle threshold can be determined according to actual conditions.

[0054] Specifically, after increasing the braking torque of wheels with a tendency to slip according to the second preset gradient, the braking torque can be adjusted based on the current steering wheel angle and whether the vehicle's electronic stability system is activated to ensure vehicle stability. First, the steering wheel angle is obtained via an angle sensor and compared with a preset angle threshold. When the steering wheel angle exceeds the preset threshold, the activation of the electronic stability system is checked. If the electronic stability system is inactive, the braking torque can be adjusted based on the vehicle's estimated sideslip angle or actual yaw rate. Alternatively, the braking torque can be adjusted based on both the estimated sideslip angle and actual yaw rate, thus ensuring vehicle stability even when the steering wheel rotation is too large and the electronic stability system is inactive.

[0055] According to one embodiment of the present invention, adjusting the driving torque of a corresponding wheel includes: reducing the driving torque of a wheel whose slip ratio exceeds a second preset threshold according to a third preset gradient. The third preset gradient can be determined based on actual conditions.

[0056] Specifically, when adjusting the driving torque of the corresponding wheel, the driving torque of the wheel whose slip ratio exceeds the second preset threshold can be reduced according to a certain gradient (third preset gradient) to perform torque interference. For example, according to the preset gradient table, the braking torque value of the wheel that needs to be reduced corresponds one-to-one with the braking torque value of the wheel that exceeds the second preset threshold, so that the driving torque of the wheel can be adjusted appropriately to ensure the stability of the vehicle body.

[0057] According to one embodiment of the present invention, after adjusting the driving torque of the corresponding wheel, the vehicle control method further includes: estimating the vehicle speed and acceleration at the next moment; if it is determined that the wheel has a slippage tendency based on the vehicle speed and acceleration at the next moment, then increasing the driving torque of the wheel with the slippage tendency according to a fourth preset gradient. The fourth preset gradient can be determined according to the actual situation.

[0058] Furthermore, according to one embodiment of the present invention, determining that a wheel has a slippage tendency based on the vehicle speed and acceleration at the next moment includes: the wheel slip rate gradually increasing; or the wheel slip rate changing at a rate greater than a second preset rate of change threshold; or; or the wheel acceleration exceeding a preset acceleration threshold. The second preset rate of change threshold and the preset acceleration threshold can be determined according to actual conditions.

[0059] Specifically, after adjusting the driving torque of the corresponding wheels, the vehicle speed and acceleration at the next moment can be predicted. For example, the vehicle speed and acceleration at the next moment under driving conditions can be predicted using genetic algorithms and BP neural network algorithms, such as selecting feature parameters: average vehicle speed, average acceleration, vehicle speed variance, inertial energy variance, and vehicle idling time ratio. Average vehicle speed is selected as one of the feature parameters for classification in the BP neural network vehicle speed prediction model. The vehicle idling time ratio is used as a supplementary classification feature parameter for the BP neural network vehicle speed prediction model, and the vehicle speed classification boundary is determined. The average vehicle speed, average acceleration, vehicle speed variance, inertial energy variance, and vehicle idling time ratio are used as inputs to the BP neural network. Six BP neural networks can be set up. The first five networks use the historical 5-second vehicle speed as input, occupying one neuron per second, totaling 5 to 10 neurons. The sixth BP neural network uses the historical 10-second vehicle speed as input, occupying one neuron per second, totaling 1 to 10 neurons. The output layer has 5 neurons, which can obtain the predicted vehicle speed within the next 5 seconds. The initial values ​​of hidden layer neurons in each BP neural network vehicle speed prediction sub-model were determined using empirical formulas. Then, a growth algorithm was used to search for specific hidden layer neuron nodes. Next, a genetic algorithm (GA) was introduced, with a population of M=10, a generation count of G=50, a crossover probability Pc=0.7, and a mutation probability Pm=0.02, to optimize the weights and thresholds of the BP neural network vehicle speed prediction model, outputting the estimated vehicle speed and acceleration for the next moment. After obtaining the vehicle speed and acceleration for the next moment, it can be determined whether there is a tendency for wheel slippage. When the slip rate of a wheel gradually increases, the driving torque of the wheel with a slippage tendency can be increased according to the fourth preset gradient; or when the rate of change of the slip rate of a wheel exceeds the second preset rate of change threshold, the driving torque of the wheel with a slippage tendency can be increased according to the fourth preset gradient; or when the acceleration of a wheel exceeds the set acceleration threshold, the driving torque of the wheel with a slippage tendency can be increased according to the fourth preset gradient to ensure vehicle stability.

[0060] According to one embodiment of the present invention, after increasing the driving torque of the wheel with a slippage tendency according to the fourth preset gradient, the vehicle control method further includes: obtaining the steering wheel angle; if the steering wheel angle is greater than the preset angle threshold, then when the vehicle's traction control system is not activated, adjusting the driving torque of the wheel according to the vehicle's actual estimated center of gravity sideslip angle and / or actual yaw rate.

[0061] Specifically, after increasing the driving torque of wheels with a tendency to slip according to the fourth preset gradient, the driving torque of the wheels can be adjusted based on the current steering wheel angle and whether the vehicle's traction control is activated to ensure vehicle stability. First, the steering wheel angle is obtained through an angle sensor and compared with a preset angle threshold. When the steering wheel angle is greater than the preset angle threshold, it is determined whether the vehicle's traction control system is activated. If the vehicle's traction control system is currently inactive, the driving torque of the wheels can be adjusted based on the vehicle's actual estimated sideslip angle or actual yaw rate. Alternatively, the driving torque of the wheels can be adjusted based on the vehicle's actual estimated sideslip angle and actual yaw rate, thus ensuring vehicle stability when the steering wheel rotation is too large and the traction control system is not activated.

[0062] According to one embodiment of the present invention, adjusting the braking torque / driving torque of the wheels based on the vehicle's actual estimated sideslip angle and / or actual yaw rate includes: if the vehicle's actual estimated sideslip angle and / or actual yaw rate meet preset conditions, then based on fuzzy control, using the difference between the actual estimated sideslip angle and the target sideslip angle, and the difference between the actual yaw rate and the target yaw rate as inputs, to obtain a driving yaw torque or a braking yaw torque; adjusting the braking torque of the wheels based on the braking yaw torque; or adjusting the driving torque of the wheels based on the driving yaw torque.

[0063] Specifically, when adjusting the braking torque or driving torque of the wheels based on the vehicle's actual estimated sideslip angle or actual yaw rate, or when adjusting the braking torque or driving torque of the wheels based on the vehicle's actual estimated sideslip angle and actual yaw rate, a yaw torque fuzzy controller can be designed based on fuzzy control theory when the vehicle's actual estimated sideslip angle and / or actual yaw rate meet preset conditions. Figure 2 As shown: The controller input variable is the difference e between the actual estimated centroid sideslip angle and the target centroid sideslip angle. β And the difference e between the actual yaw rate and the target yaw rate ωThe controller outputs either a driving yaw torque or a braking yaw torque. Specifically, this involves fuzzification: first, the precise input value is fuzzified into a fuzzy value, thus transforming the input variable e... ω and e β Divide the data into 5 fuzzy sets and output variable M. zd Divided into 7 fuzzy sets, see Table 1 for details:

[0064] Table 1

[0065] NB (Negative) NB (Negative Big) NB (Negative Big) NS (Negative Small) NS (Negative Small) NM (Negative) ZE (zero) ZE (zero) NS (Negative Small) PS (Zheng Xiao) PS (Zheng Xiao) ZE (zero) PB (Zhengda) PB (Zhengda) PS (Zheng Xiao) -- -- PM (Center) -- -- PB (Zhengda)

[0066] Establish the membership functions for yaw rate error, centroid sideslip angle error, and yaw moment.

[0067] Fuzzy reasoning: Fuzzy reasoning is the core of the fuzzy controller, which uses fuzzy language to describe the logical relationship between the fuzzified input and output variables, as shown in Table 2.

[0068] Table 2

[0069]

[0070]

[0071] Defuzzing: After obtaining the output fuzzy value, it is necessary to defuzzify the fuzzy value to convert it into an accurate value before obtaining the driving yaw torque or braking yaw torque. After obtaining the braking yaw torque, the braking torque of the wheel can be adjusted according to the braking yaw torque, or after obtaining the driving yaw torque, the driving torque of the wheel can be adjusted according to the driving yaw torque.

[0072] According to one embodiment of the present invention, determining that the actual estimated sideslip angle and / or actual yaw rate of a vehicle meet preset conditions includes: acquiring the target sideslip angle and target yaw rate of the vehicle; and determining that the preset conditions are met when the difference between the target sideslip angle and the actual estimated sideslip angle is greater than a preset angle threshold, and / or the difference between the target yaw rate and the actual yaw rate is greater than a preset angular velocity threshold. The preset angle threshold and the preset angular velocity threshold can be determined according to actual conditions.

[0073] Specifically, when it is determined that the actual estimated sideslip angle or actual yaw rate meets the preset conditions, or when it is determined that the actual estimated sideslip angle and actual yaw rate meet the preset conditions, the target sideslip angle and target yaw rate of the vehicle can be obtained first. For example, the target sideslip angle and target yaw rate can be obtained by multiple experiments based on parameters such as yaw rate, sideslip angle, target control torque of each wheel, vehicle speed, road adhesion coefficient, and optimal slip ratio. Alternatively, the collected sideslip angle can be estimated based on lossless Kalman filtering to determine the actual estimated sideslip angle and actual yaw rate. After obtaining the target sideslip angle and target yaw rate of the vehicle, the target sideslip angle can be compared with the actual estimated sideslip angle. When the difference between the target sideslip angle and the actual estimated sideslip angle is greater than a preset angle threshold, it can be determined that the actual estimated sideslip angle meets the preset conditions. Alternatively, after obtaining the vehicle's target sideslip angle and target yaw rate, the target yaw rate can be compared with the actual yaw rate. If the difference between the target yaw rate and the actual yaw rate is greater than a preset angular velocity threshold, the actual yaw rate is determined to meet the preset conditions. Alternatively, after obtaining the vehicle's target sideslip angle and target yaw rate, the target sideslip angle can be compared with the actually estimated sideslip angle, and the target yaw rate can be compared with the actual yaw rate. If the difference between the target sideslip angle and the actually estimated sideslip angle is greater than a preset angle threshold, and the difference between the target yaw rate and the actual yaw rate is also greater than a preset angular velocity threshold, the actually estimated sideslip angle and the actual yaw rate are determined to meet the preset conditions.

[0074] According to one embodiment of the present invention, after receiving a braking command, the vehicle control method further includes: if the vehicle's electronic stability system is activated, reducing the braking torque of the corresponding wheel according to a fifth gradient. The fifth gradient can be limited by the braking torque exit time requirement.

[0075] Specifically, after receiving a braking command, if the vehicle's ESP (Electronic Stability Program) is active, the braking torque of the corresponding wheel can be reduced in a certain gradient (the fifth gradient) to avoid vehicle jerking caused by excessive fluctuations in the braking torque of the ESP intervention, and to avoid interference between the electric motor power and the ESP function.

[0076] According to one embodiment of the present invention, after receiving the driving command, the vehicle control method further includes: if the vehicle's traction control system is in an active state, reducing the driving torque of the corresponding wheel according to the sixth gradient.

[0077] Specifically, after receiving a drive command, if the vehicle's TCS (Traction-Control-System) is active, the drive torque of the corresponding wheel can be reduced in a certain gradient (sixth gradient) to avoid excessive fluctuations in drive torque that could cause vehicle jerking and a poor driving experience for the user.

[0078] The following is combined Figure 3 and Figure 4 The control method of the present invention will be described below.

[0079] As a concrete example, such as Figure 3 As shown, during vehicle braking, the vehicle control method of the present invention may include the following steps:

[0080] S101, obtain the vehicle speed.

[0081] S102 receives braking command.

[0082] S103, determine whether the vehicle's electronic stability system is activated. If yes, proceed to step S104; if no, proceed to step S105.

[0083] S104, reduce the braking torque of the corresponding wheel according to the fifth gradient, and proceed to step S115.

[0084] S105, determine whether the wheel slip ratio exceeds the first preset threshold. If yes, proceed to step S106; if no, proceed to step S107.

[0085] S106, reduce the braking torque of the wheel whose slip ratio exceeds the first preset threshold according to the first preset gradient, and proceed to step S109.

[0086] S107, Determine whether the deceleration of the wheel exceeds the preset deceleration threshold. If yes, proceed to step S108; if no, proceed to step S109.

[0087] S108, reduce the braking torque of wheels whose deceleration exceeds the deceleration threshold according to the seventh gradient.

[0088] S109 uses a genetic algorithm and a BP neural network algorithm to predict the vehicle speed and deceleration at the next moment under different driving conditions and driving habits.

[0089] S110, determine whether there is a tendency for the wheels to slip based on the vehicle speed and deceleration at the next moment. If yes, proceed to step S111; if no, proceed to step S112.

[0090] S111, reduce the braking torque of wheels that tend to slip according to the second preset gradient.

[0091] S112, obtain the steering wheel angle.

[0092] S113, Determine whether the steering wheel angle is greater than the preset angle threshold. If yes, proceed to step S114; if no, proceed to step S115.

[0093] S114, adjust the braking torque of the wheels based on the vehicle's actual estimated sideslip angle and / or actual yaw rate.

[0094] In step S114, the target sideslip angle and target yaw rate of the vehicle are obtained. When the difference between the target sideslip angle and the actual estimated sideslip angle is greater than a preset angle threshold, or the difference between the target yaw rate and the actual yaw rate is greater than a preset angular rate threshold, or when the difference between the target sideslip angle and the actual estimated sideslip angle is greater than a preset angle threshold and the difference between the target yaw rate and the actual yaw rate is greater than a preset angular rate threshold, based on fuzzy control, the difference between the actual estimated sideslip angle and the target sideslip angle, and the difference between the actual yaw rate and the target yaw rate are used as inputs to obtain the braking yaw torque, and the braking torque of the wheels is adjusted according to the braking yaw torque.

[0095] S115 is a motor that distributes braking torque to all four wheels.

[0096] As a concrete example, such as Figure 4 As shown, during vehicle driving, the vehicle control method of the present invention may include the following steps:

[0097] S201, obtain the vehicle speed.

[0098] S202, receives driver commands.

[0099] S203, Determine whether the vehicle's traction system is active. If yes, proceed to step S204; if no, proceed to step S205.

[0100] S204, reduce the driving torque of the corresponding wheel according to the sixth gradient, and proceed to step S215.

[0101] S205, determine whether the wheel slip ratio exceeds the second preset threshold. If yes, proceed to step S206; if no, proceed to step S207.

[0102] S206, reduce the driving torque of the wheel whose slip ratio exceeds the second preset threshold according to the third preset gradient, and proceed to step S209.

[0103] S207, Determine whether the wheel acceleration exceeds a preset acceleration threshold. If yes, proceed to step S208; if no, proceed to step S209.

[0104] S208, the torque increase gradient follows the eighth gradient to avoid slippage.

[0105] S209 uses genetic algorithms and BP neural network algorithms to predict the vehicle speed and acceleration at the next moment under different driving conditions and driving habits.

[0106] S210, determine whether there is a tendency for the wheels to slip based on the vehicle speed and acceleration at the next moment. If yes, proceed to step S211; if no, proceed to step S212.

[0107] S211, increase the driving torque of the wheel with a tendency to slip according to the fourth preset gradient.

[0108] S212, obtain the steering wheel angle.

[0109] S213, Determine whether the steering wheel angle is greater than the preset angle threshold. If yes, proceed to step S214; if no, proceed to step S215.

[0110] S214, Adjust the driving torque of the wheels based on the vehicle's actual estimated center of gravity sideslip angle and / or actual yaw rate.

[0111] In step S214, the target sideslip angle and target yaw rate of the vehicle are obtained. When the difference between the target sideslip angle and the actual estimated sideslip angle is greater than a preset angle threshold, or the difference between the target yaw rate and the actual yaw rate is greater than a preset angular rate threshold, or when the difference between the target sideslip angle and the actual estimated sideslip angle is greater than a preset angle threshold and the difference between the target yaw rate and the actual yaw rate is greater than a preset angular rate threshold, based on fuzzy control, the difference between the actual estimated sideslip angle and the target sideslip angle, and the difference between the actual yaw rate and the target yaw rate are used as inputs to obtain the driving yaw torque, and the driving torque of the wheels is adjusted according to the driving yaw torque.

[0112] S215 is a motor that distributes driving torque to all four wheels.

[0113] In summary, the vehicle control method according to embodiments of the present invention first acquires the vehicle speed. Then, upon receiving a braking command, if the slip ratio and / or deceleration of the vehicle wheels meet a first preset anti-slip condition, the braking torque of the corresponding wheel is adjusted. Upon receiving a driving command, if the slip ratio and / or acceleration of the vehicle wheels meet a second preset anti-slip condition, the driving torque of the corresponding wheel is adjusted. Therefore, this method can adjust the braking torque based on the slip ratio and / or deceleration of each wheel and adjust the driving torque based on the slip ratio and / or acceleration of each wheel, thereby improving the stability and safety of vehicle operation and ensuring the safety of the driver and passengers.

[0114] Corresponding to the above embodiments, the present invention also proposes a vehicle control device.

[0115] like Figure 5 As shown, the vehicle control device 100 of this embodiment includes: an acquisition module 110, a first adjustment module 120, and a second adjustment module 130.

[0116] The acquisition module 110 is used to acquire the vehicle speed. The first adjustment module 120 is used to adjust the braking torque of the corresponding wheel if the slip ratio and / or deceleration of the vehicle wheel meets the first preset anti-slip condition after receiving a braking command. The second adjustment module 130 is used to adjust the driving torque of the corresponding wheel if the slip ratio and / or acceleration of the vehicle wheel meets the second preset anti-slip condition after receiving a driving command.

[0117] According to one embodiment of the present invention, the first preset anti-slip condition is: the slip rate of the wheel exceeds a first preset threshold; or the deceleration of the wheel exceeds a preset deceleration threshold.

[0118] According to one embodiment of the present invention, the first adjustment module 120 adjusts the braking torque of the corresponding wheel, specifically for: reducing the braking torque of the wheel whose slip ratio exceeds the first preset threshold according to the first preset gradient.

[0119] According to one embodiment of the present invention, the first adjustment module 120 is further configured to: after adjusting the braking torque of the corresponding wheel, estimate the vehicle speed and deceleration at the next moment; if it is determined that the wheel has a slipping tendency based on the vehicle speed and deceleration at the next moment, reduce the braking torque of the wheel with the slipping tendency according to the second preset gradient.

[0120] According to one embodiment of the present invention, the first adjustment module 120 determines that the vehicle has a slipping tendency based on the vehicle speed and deceleration at the next moment, specifically for: the slip rate of the wheel gradually increases; or the rate of change of the slip rate of the wheel is greater than a first set rate of change threshold; or; the deceleration of the wheel exceeds a set deceleration threshold.

[0121] According to one embodiment of the present invention, the first adjustment module 120 is further configured to: after increasing the braking torque of the wheel with a slipping tendency according to the second preset gradient, obtain the steering wheel angle; if the steering wheel angle is greater than the preset angle threshold, then when the vehicle's electronic stability system is not activated, adjust the braking torque of the wheel according to the vehicle's actual estimated center of gravity sideslip angle and / or actual yaw rate.

[0122] According to one embodiment of the present invention, the second preset anti-slip condition is: the slip rate of the wheel exceeds the second preset threshold; or the acceleration of the wheel exceeds the preset acceleration threshold.

[0123] According to one embodiment of the present invention, the second adjustment module 130 adjusts the driving torque of the corresponding wheel, specifically for: reducing the driving torque of the wheel whose slip ratio exceeds the second preset threshold according to the third preset gradient.

[0124] According to one embodiment of the present invention, the second adjustment module 130 is further configured to: after adjusting the driving torque of the corresponding wheel, estimate the vehicle speed and acceleration at the next moment; if it is determined that the wheel has a slipping tendency based on the vehicle speed and acceleration at the next moment, increase the driving torque of the wheel with the slipping tendency according to the fourth preset gradient.

[0125] According to one embodiment of the present invention, the second adjustment module 130 determines that the wheel has a slipping tendency based on the vehicle speed and acceleration at the next moment, specifically for: the wheel slip rate gradually increases; or the wheel slip rate changes at a rate greater than a second set change rate threshold; or; the wheel acceleration exceeds a set acceleration threshold.

[0126] According to one embodiment of the present invention, the second adjustment module 130 is further configured to: after increasing the driving torque of the wheel with a slipping tendency according to the fourth preset gradient, obtain the steering wheel angle; if the steering wheel angle is greater than the preset angle threshold, then when the vehicle's traction control system is not activated, adjust the driving torque of the wheel according to the vehicle's actual estimated center of gravity sideslip angle and / or actual yaw rate.

[0127] According to one embodiment of the present invention, the first adjustment module 120 / second adjustment module 130 adjusts the braking torque / driving torque of the wheels based on the vehicle's actual estimated sideslip angle and / or actual yaw rate, including: if the vehicle's actual estimated sideslip angle and / or actual yaw rate meet preset conditions, then based on fuzzy control, using the difference between the actual estimated sideslip angle and the target sideslip angle, and the difference between the actual yaw rate and the target yaw rate as inputs, to obtain a driving yaw torque or a braking yaw torque; adjusting the braking torque of the wheels based on the braking yaw torque; or adjusting the driving torque of the wheels based on the driving yaw torque.

[0128] According to one embodiment of the present invention, the first adjustment module 120 / second adjustment module 130 determines that the actual estimated sideslip angle and / or actual yaw rate of the vehicle meet preset conditions, specifically used for: obtaining the target sideslip angle and target yaw rate of the vehicle; and determining that the preset conditions are met when the difference between the target sideslip angle and the actual estimated sideslip angle is greater than a preset angle threshold, and / or the difference between the target yaw rate and the actual yaw rate is greater than a preset angular velocity threshold.

[0129] According to one embodiment of the present invention, the first adjustment module 120 is further configured to: after receiving a braking command, if the vehicle's electronic stability system is activated, reduce the braking torque of the corresponding wheel according to the fifth gradient.

[0130] According to one embodiment of the present invention, the second adjustment module 130 is further configured to: after receiving a driving command, if the traction control system of the vehicle is in an active state, reduce the driving torque of the corresponding wheel according to the sixth gradient.

[0131] It should be noted that for details not disclosed in the vehicle control device of this embodiment of the invention, please refer to the details disclosed in the vehicle control method of this embodiment of the invention, which will not be repeated here.

[0132] According to an embodiment of the vehicle control device of the present invention, an acquisition module is used to acquire the vehicle speed, a first adjustment module is used to adjust the braking torque of the corresponding wheel if the slip ratio and / or deceleration of the vehicle wheel meets a first preset anti-slip condition after receiving a braking command, and a second adjustment module is used to adjust the driving torque of the corresponding wheel if the slip ratio and / or acceleration of the vehicle wheel meets a second preset anti-slip condition after receiving a driving command. Thus, the device can adjust the braking torque according to the slip ratio and / or deceleration of each wheel of the vehicle, and adjust the driving torque according to the slip ratio and / or acceleration of each wheel of the vehicle, thereby improving the stability and safety of vehicle operation and ensuring the safety of the driver and passengers.

[0133] Corresponding to the above embodiments, the present invention also proposes a computer-readable storage medium.

[0134] The computer-readable storage medium of this invention stores a vehicle control program thereon, which, when executed by a processor, implements the vehicle control method described above.

[0135] According to the computer-readable storage medium of the present invention, by executing the above-described vehicle control method, the braking torque can be adjusted according to the slip ratio and / or deceleration of each wheel of the vehicle, and the driving torque can be adjusted according to the slip ratio and / or acceleration of each wheel of the vehicle, thereby improving the stability and safety of vehicle operation and ensuring the safety of drivers and passengers.

[0136] Corresponding to the above embodiments, the present invention also proposes a vehicle.

[0137] like Figure 6 As shown, the vehicle 200 in this embodiment of the invention may include: a memory 210, a processor 220, and a vehicle control program stored in the memory 210 and executable on the processor 220. When the processor 220 executes the vehicle control program, it implements the above-described vehicle control method.

[0138] According to the vehicle of the present invention, by executing the above-described vehicle control method, the braking torque can be adjusted according to the slip ratio and / or deceleration of each wheel of the vehicle, and the driving torque can be adjusted according to the slip ratio and / or acceleration of each wheel of the vehicle, thereby improving the stability and safety of vehicle operation and ensuring the safety of the driver and passengers.

[0139] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0140] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0141] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0142] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0143] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0144] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A control method of a vehicle, characterized by, The method comprises: obtaining a vehicle speed of the vehicle; after receiving a braking instruction, if a slip ratio and / or a deceleration of a wheel of the vehicle satisfies a first preset anti-slip condition, adjusting a braking torque of the corresponding wheel; after receiving a driving instruction, if a slip ratio and / or an acceleration of a wheel of the vehicle satisfies a second preset anti-slip condition, adjusting a driving torque of the corresponding wheel; adjusting the braking torque of the corresponding wheel comprises: decreasing the braking torque of the wheel whose slip ratio exceeds a first preset threshold according to a first preset gradient; after adjusting the braking torque of the corresponding wheel, the method further comprises: estimating a vehicle speed and a deceleration at a next time; if it is determined that the wheel has a tendency to slip according to the vehicle speed and the deceleration at the next time, decreasing the braking torque of the wheel having the tendency to slip according to a second preset gradient; after increasing the braking torque of the wheel having the tendency to slip according to the second preset gradient, the method further comprises: obtaining a steering wheel angle; if the steering wheel angle is greater than a preset angle threshold, adjusting the braking torque of the wheel according to an actual estimated center of mass side slip angle and an actual yaw rate of the vehicle when a vehicle body electronic stability system is not activated.

2. The control method of a vehicle according to claim 1, characterized by The first preset anti-slip condition is that: a slip ratio of a wheel exceeds a first preset threshold; or a deceleration of a wheel exceeds a preset deceleration threshold.

3. The control method of a vehicle according to claim 1, characterized by Determining that the vehicle has a tendency to slip according to the vehicle speed and the deceleration at the next time comprises: a slip ratio of a wheel gradually increases; or a change rate of a slip ratio of a wheel is greater than a first preset change rate threshold; or a deceleration of a wheel exceeds a preset deceleration threshold.

4. The control method of a vehicle according to claim 1, characterized by Adjusting the braking torque of the wheel according to the actual estimated center of mass side slip angle and the actual yaw rate of the vehicle comprises: if the actual estimated center of mass side slip angle and / or the actual yaw rate of the vehicle satisfies a preset condition, obtaining a braking yaw moment based on fuzzy control, taking a difference between the actual estimated center of mass side slip angle and a target center of mass side slip angle and a difference between the actual yaw rate and a target yaw rate as inputs. Adjusting the braking torque of the wheel according to the braking yaw moment.

5. The control method of a vehicle according to claim 4, characterized by Determining that the actual estimated center of mass side slip angle and / or the actual yaw rate of the vehicle satisfies the preset condition comprises: obtaining a target center of mass side slip angle and a target yaw rate of the vehicle; when a difference between the target center of mass side slip angle and the actual estimated center of mass side slip angle is greater than a preset angle threshold, and / or a difference between the target yaw rate and the actual yaw rate is greater than a preset angle rate threshold, it is determined that the preset condition is satisfied.

6. The control method of a vehicle according to claim 1, characterized by After receiving the braking instruction, the method further comprises: if a vehicle body electronic stability system of the vehicle is in an activated state, decreasing the braking torque of the corresponding wheel according to a fifth gradient.

7. A control method of a vehicle characterized by comprising: The method comprises: obtaining a vehicle speed of the vehicle; after receiving a braking instruction if a slip ratio and / or a deceleration of a wheel of the vehicle satisfies a first predetermined anti-slip condition, adjusting a braking torque of the corresponding wheel; after receiving a driving instruction if a slip ratio and / or an acceleration of a wheel of the vehicle satisfies a second predetermined anti-slip condition, adjusting a driving torque of the corresponding wheel; adjusting the driving torque of the corresponding wheel, comprising: decreasing the driving torque of the wheel whose slip ratio exceeds the second preset threshold according to a third preset gradient; after adjusting the driving torque of the corresponding wheel, the method further comprises: estimating the vehicle speed and acceleration at the next moment; if it is determined that the wheel has a tendency to slip according to the vehicle speed and acceleration at the next moment, increasing the driving torque of the wheel having the tendency to slip according to a fourth preset gradient; after increasing the driving torque of the wheel having the tendency to slip according to the fourth preset gradient, the method further comprises: obtaining the steering wheel angle; if the steering wheel angle is greater than a preset angle threshold, adjusting the driving torque of the wheel according to the actual estimated center of mass side slip angle and actual yaw rate of the vehicle when the traction control system of the vehicle is not activated.

8. The control method of a vehicle according to claim 7, characterized by the second preset anti-slip condition is: the slip ratio of the wheel exceeds the second preset threshold; or the acceleration of the wheel exceeds a preset acceleration threshold.

9. The control method of a vehicle according to claim 8, characterized by, determining that the wheel has a tendency to slip according to the vehicle speed and acceleration at the next moment, comprising: the slip ratio of the wheel gradually increases; or the change rate of the slip ratio of the wheel is greater than a second set change rate threshold; or the acceleration of the wheel exceeds a set acceleration threshold.

10. The control method of a vehicle according to claim 7, characterized by adjusting the driving torque of the wheel according to the actual estimated center of mass side slip angle and actual yaw rate of the vehicle, comprising: if the actual estimated center of mass side slip angle and actual yaw rate of the vehicle meet a preset condition, obtaining a driving yaw moment based on fuzzy control, taking the difference between the actual estimated center of mass side slip angle and a target center of mass side slip angle and the difference between the actual yaw rate and a target yaw rate as inputs. adjusting the driving torque of the wheel according to the driving yaw moment.

11. The control method of a vehicle according to claim 10, characterized by, determining that the actual estimated center of mass side slip angle and / or actual yaw rate of the vehicle meet the preset condition, comprising: obtaining a target center of mass side slip angle and a target yaw rate of the vehicle; when the difference between the target center of mass side slip angle and the actual estimated center of mass side slip angle is greater than a preset angle threshold, and / or the difference between the target yaw rate and the actual yaw rate is greater than a preset angle velocity threshold, it is determined that the preset condition is met.

12. The control method of a vehicle according to claim 7, characterized by after receiving the driving instruction, the method further comprises: if the traction control system of the vehicle is in an activated state, decreasing the driving torque of the corresponding wheel according to a sixth gradient.

13. A control device of a vehicle for executing the control method of the vehicle according to any one of claims 1 to 6 or realizing the control method of the vehicle according to any one of claims 7 to 12, characterized by, comprising: an acquisition module, configured to acquire the vehicle speed of the vehicle; a first adjustment module, configured to, after receiving a braking instruction, adjust the braking torque of the corresponding wheel if the slip ratio and / or deceleration of the wheel of the vehicle meet a first preset anti-slip condition; a second adjustment module, configured to, after receiving a driving instruction, adjust the driving torque of the corresponding wheel if the slip ratio and / or acceleration of the wheel of the vehicle meet a second preset anti-slip condition.

14. A computer-readable storage medium, characterized in that, a vehicle control program is stored thereon, and the vehicle control program is executed by a processor to implement the vehicle control method according to any one of claims 1-6 or implement the vehicle control method according to any one of claims 7-12. a vehicle control program is stored thereon, and the vehicle control program is executed by a processor to implement the vehicle control method according to any one of claims 1-6 or implement the vehicle control method according to any one of claims 7- 12.

15. A vehicle characterized by comprising: A vehicle including a memory, a processor, and a control program of the vehicle stored on the memory and executable on the processor, the processor implementing the control method of the vehicle according to any one of claims 1-6 or the control method of the vehicle according to any one of claims 7-12 when executing the control program of the vehicle.

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