An anti-skid control method and system for an electric vehicle

Abstract

The present invention relates to the technical field of assisted driving control for electric two-wheeled vehicles, and provides an anti-skid control method and system for electric vehicles. Aiming at the causes of vehicle skidding in real situations, a corresponding processing mechanism is set up. When detecting that the vehicle is turning, a first constraint condition is substituted according to the current road surface parameters, driving speed, and vehicle body parameters, and a steering angle threshold at the current speed is obtained for driving control, which can effectively avoid skidding accidents caused by large-angle steering. In addition, when the vehicle is braking, the vehicle's driving speed is constantly monitored to see if it meets a second constraint condition to avoid wheel locking and rollover. A derating output strategy of obtaining a target braking force by correcting the initial braking force can prevent tire locking and achieve timely braking, provided that the deceleration demand is met in the early stage of vehicle deceleration. This two-pronged approach improves the form safety and control reliability of the electric two-wheeled vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of auxiliary driving control of electric two-wheeled vehicles, and in particular to an anti-skid control method and system for an electric vehicle. Background Art

[0002] With the increasing availability of hardened urban roads and population growth, the demand for electric two-wheelers is expanding, driving demand for ever-faster vehicles. Furthermore, the increasing use of electric vehicles in daily life, fueled by emerging industries like food delivery and shared bikes, is also driving a surge in usage.

[0003] As vehicle speeds increase, the number of users increases, and the frequency of use surges, the frequency of electric two-wheeled vehicle skidding accidents is also gradually increasing. To address this frequent occurrence, it is necessary to plan vehicle risk prevention strategies.

[0004] According to investigations, electric two-wheeled vehicle side slip and fall accidents often occur on rainy days, when the road surface is slippery due to sprinkler operation, or when the road surface is flooded. The changes in the road surface lead to low stability of the vehicle and reduced driving safety, thus leading to more accidents. The causes of electric vehicle accidents are as follows:

[0005] (1) When a vehicle is riding at high speed and making a large-angle turn, the friction with the ground is less than the centripetal force of the turn, resulting in unstable tire grip and side slip;

[0006] (2) When a vehicle brakes suddenly, the rear wheels lock, but the vehicle continues to move forward due to inertia, causing it to roll over due to loss of dynamic balance. Summary of the Invention

[0007] The present invention provides an electric vehicle anti-skid control method and system, which solves the technical problem that existing electric two-wheeled vehicles lack a control strategy that effectively prevents the vehicle from skidding and rolling.

[0008] In order to solve the above technical problems, the present invention provides an anti-skid control method for an electric vehicle, comprising:

[0009] S1. Obtain the current vehicle speed and vehicle body parameters, and proceed to step S2 and / or S3;

[0010] S2. Obtaining road surface parameters of the current road, combining the driving speed and the vehicle body parameters, and calculating a steering angle threshold according to a first constraint condition;

[0011] S3. When it is determined that the driving speed satisfies the second constraint condition, determining an initial braking force based on the detected brake opening, and executing a derating output strategy to correct the initial braking force to obtain a target braking force;

[0012] S4. Controlling vehicle driving according to the steering angle threshold and / or the target braking force.

[0013] This basic solution sets up a corresponding processing mechanism for the causes of vehicle skidding in real situations. When the vehicle is detected turning, the first constraint condition is substituted according to the current road surface parameters, driving speed and vehicle body parameters, and the steering angle threshold at the current speed is obtained for driving control, which can effectively avoid skidding accidents caused by large-angle steering. In addition, when the vehicle brakes, the vehicle's driving speed is always monitored to see if it meets the second constraint condition to avoid wheel locking and rollover. By correcting the initial braking force to obtain the target braking force, a derating output strategy can be used to prevent tire locking and achieve timely braking on the premise that the deceleration demand is met in the early stage of vehicle deceleration. This two-pronged approach improves the form safety and control reliability of electric two-wheeled vehicles.

[0014] The step S2 comprises the steps of:

[0015] S21. Obtaining the friction coefficient of the current road as a road surface parameter;

[0016] S22. Obtaining a variable relationship between the centripetal force and the steering angle of the current vehicle based on the driving speed and the vehicle body parameters;

[0017] S23: Obtain the road surface parameters and the variable relationship, and then calculate the steering angle threshold according to the first constraint condition.

[0018] The vehicle body parameters include wheel load, centripetal coefficient and rear wheel size;

[0019] The first constraint condition is that the centripetal force of the vehicle is less than the friction of the road surface;

[0020] The second constraint condition is that the vehicle's driving speed is greater than a dynamic balance speed threshold.

[0021] This solution analyzes the critical point of rollover when the vehicle is turning and determines that the vehicle's centripetal force is less than the road friction as the first constraint to prevent the vehicle from skidding. The centripetal force during turning is calculated based on the vehicle's speed. The constraint relationship between the current driving speed and the steering angle is then further confirmed through the friction coefficient of the current road to calculate the steering angle threshold. By fully combining the vehicle's current driving road and speed, the user's driving experience can be maximized while ensuring driving safety.

[0022] The acquisition of the friction coefficient comprises the steps of:

[0023] A1. Test roads in different weather conditions and with different materials to obtain the corresponding friction coefficients, and integrate them to form a one-to-one reference database.

[0024] A2. Collect environmental information to determine the current road material and weather, and match it with the reference database to determine the friction coefficient of the current road.

[0025] This solution tests roads in different weather conditions and with different materials to obtain the corresponding friction coefficients, which are then integrated into a one-to-one reference database. This allows for accurate calculation of steering angle thresholds, ensuring that user steering needs are met while ensuring driving safety to the greatest extent possible.

[0026] The calculation formula of the steering angle threshold is as follows:

[0027]

[0028] Among them, θ is the steering angle of the vehicle, β is the road surface parameter, k is the vehicle's centripetal coefficient, D is the vehicle's rear wheel size, and R is the wheel speed.

[0029] This solution derives a formula based on the first constraint condition, determining the constraint relationship between the vehicle steering angle and the road friction coefficient, vehicle speed, and vehicle model (vehicles of different lengths have different centripetal coefficients). This allows the steering angle threshold to be quickly calculated when the vehicle driving speed and road friction coefficient are detected, thereby improving the vehicle's emergency response sensitivity.

[0030] The step S3 comprises the steps of:

[0031] S31, detecting the current brake opening of the vehicle and determining the initial braking force;

[0032] S32, determining whether the driving speed satisfies the second constraint condition, if so, proceeding to step S34, if not, proceeding to the next step;

[0033] S33, executing a derating output strategy to correct the initial braking force to obtain a target braking force;

[0034] S34: Output the initial braking force as the target braking force.

[0035] This solution establishes a second constraint condition based on the vehicle's driving speed, fully considering that vehicle rollover is caused by excessive speed and wheel locking. Therefore, when the speed is too high, a derating output strategy is implemented to systematically reduce the initial braking force input by the user to obtain the target braking force, thereby effectively preventing the vehicle from rolling over.

[0036] The step S33 includes the following steps:

[0037] B1. calculating the instantaneous acceleration of the current vehicle based on the initial braking force;

[0038] B2. Calculating the driving speed at each moment based on the instantaneous acceleration, thereby obtaining the corresponding wheel speed and calculating the speed braking acceleration;

[0039] B3. Substitute the instantaneous acceleration, the speed braking acceleration, and the initial braking force into a correction formula to obtain the target braking force at each moment and output it.

[0040] This solution is based on the goal of passing the vehicle's braking, further calculating the speed braking acceleration, substituting it into the preset correction formula, and making adaptive corrections by constantly accelerating and tracking to fully match the current speed and braking force, which can achieve a smooth transition of braking force and improve the driving experience.

[0041] The correction formula is:

[0042]

[0043] Where, T(N) is the target braking force, T(n) is the initial braking force, a is the instantaneous acceleration, and A is the speed braking acceleration.

[0044] This solution uses the initial braking force as the basic data to meet the user's deceleration needs as much as possible. The correction parameters are calculated using instantaneous acceleration and speed braking acceleration, which can achieve smooth output of braking force, thereby improving smooth deceleration and enhancing the user's driving experience.

[0045] The step S4 comprises:

[0046] Setting the maximum steering angle of the current vehicle according to the steering angle threshold;

[0047] And / or, the target braking force at each moment is outputted sequentially to drive the current vehicle to decelerate.

[0048] This solution sets the steering angle threshold as the maximum steering angle of the current vehicle, automatically limiting the vehicle's turning angle at the current speed, and intelligently avoiding skidding accidents. Under the control of the user-input brake opening, the solution automatically outputs the corrected target braking force to execute vehicle deceleration, and intelligently avoiding rollover accidents.

[0049] The present invention provides an anti-skid control system for an electric vehicle, comprising a main control chip, and an electronic brake valve, a rotation angle sensor, an axial pressure sensor, a wheel speed sensor, and an electronically controlled steering wheel connected thereto. The electronically controlled steering wheel and the rotation angle sensor are fixedly mounted on the front wheels of the vehicle, and the electronic brake valve, the axial pressure sensor, and the wheel speed sensor are mounted on the rear wheels of the vehicle.

[0050] The electronic brake valve is used to collect brake opening;

[0051] The steering angle sensor is used to collect the actual steering angle of the vehicle's forward direction;

[0052] The axial pressure sensor is used to detect the wheel load of the rear wheel of the vehicle;

[0053] The wheel speed sensor is used to detect the wheel speed of the rear wheel of the vehicle;

[0054] The main control chip is used to obtain the brake opening, actual steering angle, wheel load and wheel speed, and calculate the steering angle threshold and target braking force corresponding to the current vehicle in combination with the first constraint condition, the second constraint condition and the derating output strategy to control vehicle driving;

[0055] The first constraint condition is that the centripetal force of the vehicle is less than the friction of the road surface;

[0056] The second constraint condition is that the vehicle's driving speed is greater than a dynamic balance speed threshold.

[0057] The various modules in this basic solution are used for information collection, information processing and vehicle control, and are used to execute the various steps of the above-mentioned electric vehicle anti-skid control method. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] Figure 1 This is a working diagram of an anti-skid control method and system for an electric vehicle provided by an embodiment of the present invention;

[0059] Figure 2 It is a schematic diagram of vehicle forces provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0060] The following describes the embodiments of the present invention in detail with reference to the accompanying drawings. The embodiments are provided for illustrative purposes only and are not to be construed as limiting the present invention. The accompanying drawings are provided for reference and illustration only and do not constitute a limitation on the scope of protection of the present invention. Many changes may be made to the present invention without departing from the spirit and scope of the present invention.

[0061] Example 1

[0062] An embodiment of the present invention provides an anti-skid control method for an electric vehicle, such as Figure 1 As shown, in this embodiment, steps S1 to S4 are included:

[0063] S1. Obtain the current vehicle speed and vehicle body parameters, and proceed to step S2 and / or S3;

[0064] Specifically, when a vehicle steering operation is detected, the process proceeds to step S2 , and when a vehicle braking operation is detected, the process proceeds to step S3 .

[0065] In this embodiment, the vehicle body parameters include, but are not limited to, wheel load, centripetal coefficient, and rear wheel size. The centripetal coefficient is related to the vehicle body length. The specific parameters can be obtained through calibration, which is a prior art and will not be further described in this embodiment.

[0066] See also Figure 2 , where Fb is the direction of the braking force, Fr is the direction of the centripetal force, f is the direction of the road friction force, and θ is the steering angle of the vehicle.

[0067] S2. Obtain the road surface parameters of the current road, combine the driving speed and vehicle body parameters, and calculate the steering angle threshold according to the first constraint condition, including steps S21 to S23:

[0068] In this embodiment, the first constraint condition is that the vehicle centripetal force is less than the road friction force f.

[0069] S21. Obtaining the friction coefficient of the current road as a road surface parameter;

[0070] In this embodiment, obtaining the friction coefficient includes steps A1 to A2:

[0071] A1. Test roads in different weather conditions and with different materials to obtain the corresponding friction coefficients, and integrate them to create a one-to-one reference database.

[0072] A2. Collect environmental information to determine the current road material and weather, and match it with the reference database to determine the friction coefficient of the current road.

[0073] The collection of environmental information includes sensor collection or manual input, and the sensors include but are not limited to humidity sensors and image sensors (such as CCD cameras).

[0074] This embodiment tests roads in different weather conditions and with different materials to obtain corresponding friction coefficients, which are then integrated into a one-to-one reference database. This allows for accurate calculation of the steering angle threshold, thereby satisfying user steering needs while ensuring driving safety as much as possible.

[0075] S22. Obtaining a variable relationship between the centripetal force and the steering angle of the current vehicle based on the driving speed and vehicle body parameters;

[0076] S23: Obtain road surface parameters and variable relationships, and then calculate the steering angle threshold according to the first constraint condition.

[0077] In this embodiment, the steering angle threshold is derived as follows:

[0078] The formula for centripetal force is:

[0079]

[0080]

[0081]

[0082] Among them, Fr is the centripetal force, m is the wheel load, v is the driving speed, R is the wheel speed, r is the centripetal circle radius, k is the centripetal coefficient, and D is the rear wheel size.

[0083] According to the first constraint, we can deduce that:

[0084]

[0085] Then, the calculation formula of the steering angle threshold is as follows:

[0086]

[0087] Among them, θ is the steering angle of the vehicle, β is the road surface parameter, k is the vehicle's centripetal coefficient, D is the vehicle's rear wheel size, and R is the wheel speed.

[0088] This embodiment derives a formula through the first constraint condition to determine the constraint relationship between the vehicle steering angle and the road friction coefficient, vehicle speed, and vehicle model (the centripetal coefficient is different for vehicles of different lengths). This allows the steering angle threshold to be quickly calculated when the vehicle driving speed and road friction coefficient are detected, thereby improving the vehicle's emergency response sensitivity.

[0089] This embodiment analyzes the critical point of rollover when the vehicle turns and determines that the vehicle's centripetal force is less than the road friction f as the first constraint to prevent the vehicle from skidding. The centripetal force during cornering is calculated based on the vehicle's speed. The constraint relationship between the current speed and steering angle is then further confirmed using the current road friction coefficient to calculate the steering angle threshold. This fully combines the vehicle's current road and speed to maximize the user's driving experience while ensuring driving safety.

[0090] S3. When it is determined that the driving speed satisfies the second constraint condition, the initial braking force is determined based on the detected brake opening, and the derating output strategy is executed to correct the initial braking force to obtain the target braking force, including steps S31 to S34:

[0091] S31, detecting the current brake opening of the vehicle and determining the initial braking force;

[0092] S32, determine whether the driving speed meets the second constraint condition, if so, proceed to step S34, if not, proceed to the next step;

[0093] In this embodiment, the second constraint is that the vehicle's speed is greater than the dynamic balance speed threshold. For example, a speed of 1 m / s is considered the controllable speed when the wheels lock. That is, at the moment the tires lock, the current vehicle speed should be less than this threshold. In other words, we use the speed corresponding to 1 m / s as the judgment condition. If the speed falls below this value, maximum braking output is immediately applied. Otherwise, the process proceeds to step S33 to implement derated output.

[0094] S33, executing the derating output strategy to correct the initial braking force to obtain the target braking force, including steps B1 to B3:

[0095] B1. Calculate the instantaneous acceleration of the current vehicle based on the initial braking force;

[0096]

[0097] Where a is the instantaneous acceleration, T is the initial braking force, and m is the wheel load.

[0098] B2. Calculate the driving speed at each moment based on the instantaneous acceleration, and then obtain the corresponding wheel speed to calculate the speed braking acceleration;

[0099] B3. Substitute the instantaneous acceleration, speed braking acceleration, and initial braking force into the correction formula to obtain the target braking force at each moment and output it.

[0100] Specifically, when the tire speed R drops to 150 and satisfies the second constraint (i.e., the vehicle speed is greater than 1 m / s), the vehicle speed at this time is

[0101]

[0102] At this time, the recorded speed R0 = 150;

[0103] Monitor the brake opening δ(n) every 100ms, obtain the braking force T(n), and calculate the instantaneous acceleration.

[0104]

[0105] At this time, the instantaneous vehicle speed is calculated based on the previous speed.

[0106] v1=v0-0.1*a

[0107] At the same time, obtain the speed R1. Calculate the speed braking acceleration at this time,

[0108]

[0109] At this time, the corrected braking force is:

[0110]

[0111] Where, T(N) is the target braking force, T(n) is the initial braking force, a is the instantaneous acceleration, and A is the speed braking acceleration.

[0112] The braking force T can be set to the rated braking force only when v1≤1 is detected.

[0113] This embodiment uses the initial braking force as the basic data to meet the user's deceleration needs as much as possible. The correction parameters are calculated using the instantaneous acceleration and the speed braking acceleration, which can achieve smooth output of the braking force, thereby improving smooth deceleration and enhancing the user's driving experience.

[0114] This embodiment further calculates the speed braking acceleration based on the goal of passing the vehicle braking, and substitutes it into a preset correction formula. By constantly accelerating and tracking to fully fit the current speed and braking force, adaptive correction is performed to achieve a smooth transition of braking force and improve the driving experience.

[0115] S34: Output the initial braking force as the target braking force.

[0116] This embodiment establishes a second constraint condition based on the vehicle's driving speed, fully considering that vehicle rollover is caused by excessive speed and wheel locking. Therefore, when the speed is too high, a derating output strategy is implemented to systematically reduce the initial braking force input by the user to obtain the target braking force, thereby effectively preventing the vehicle from rolling over.

[0117] S4. Controlling vehicle movement according to the steering angle threshold and / or the target braking force, including:

[0118] Set the maximum steering angle of the current vehicle according to the steering angle threshold;

[0119] And / or, the target braking force at each moment is outputted sequentially to drive the current vehicle to decelerate.

[0120] This embodiment sets the steering angle threshold to the maximum steering angle of the current vehicle, automatically limiting the vehicle's turning angle at the current speed, and intelligently avoiding skidding accidents. Under the control of the brake opening input by the user, the corrected target braking force is automatically output to execute vehicle deceleration, and intelligently avoiding rollover accidents.

[0121] The embodiment of the present invention sets up a corresponding processing mechanism for the causes of vehicle skidding in real situations. When the vehicle is detected turning, the first constraint condition is substituted according to the current road surface parameters, driving speed and vehicle body parameters, and the steering angle threshold at the current speed is obtained for driving control, which can effectively avoid skidding accidents caused by large-angle steering. In addition, when the vehicle brakes, the vehicle's driving speed is constantly monitored to see if it meets the second constraint condition to avoid wheel locking and rollover. By correcting the initial braking force to obtain the target braking force, a derating output strategy can be used to prevent tire locking and achieve timely braking on the premise that the deceleration demand is met in the early stage of vehicle deceleration. This two-pronged approach improves the form safety and control reliability of electric two-wheeled vehicles.

[0122] Example 2

[0123] The present invention provides an anti-skid control system for an electric vehicle, comprising a main control chip, and an electronic brake valve, a rotation angle sensor, an axial pressure sensor, a wheel speed sensor and an electronically controlled steering wheel connected thereto. The electronically controlled steering wheel and the rotation angle sensor are fixedly mounted on the front wheels of the vehicle, and the electronic brake valve, the axial pressure sensor and the wheel speed sensor are mounted on the rear wheels of the vehicle.

[0124] The electronic brake valve is used to collect brake opening;

[0125] The steering angle sensor is used to collect the actual steering angle of the vehicle's forward direction;

[0126] The axial pressure sensor is used to detect the wheel load of the vehicle's rear wheels;

[0127] The wheel speed sensor is used to detect the wheel speed of the vehicle's rear wheels;

[0128] The main control chip is used to obtain the brake opening, actual steering angle, wheel load and wheel speed, and calculate the steering angle threshold and target braking force corresponding to the current vehicle in combination with the first constraint condition, the second constraint condition and the derating output strategy to control the vehicle's movement;

[0129] The first constraint is that the centripetal force of the vehicle is less than the friction of the road surface;

[0130] The second constraint condition is that the vehicle's speed is greater than the dynamic balance speed threshold.

[0131] The various modules in the embodiments of the present invention are used for information collection, information processing, and vehicle control, and are used to execute the various steps of the above-mentioned electric vehicle anti-skid control method. The electric two-wheeled vehicle in this embodiment uses a rear brake, so the electronic brake valve, axial pressure sensor, and wheel speed sensor are installed on the rear wheel of the vehicle. The electronic brake valve, axial pressure sensor, and wheel speed sensor can be selectively installed on the front or rear wheel according to the installation requirements of the brake device.

[0132] The above embodiments are preferred implementation modes of the present invention, but the implementation modes of the present invention are not limited to the above embodiments. Any other changes, modifications, substitutions, combinations, and simplifications that do not deviate from the spirit and principles of the present invention should be considered as equivalent replacement methods and are included in the scope of protection of the present invention.

Claims

1. A method for preventing sideslip of an electric vehicle, characterized in that: include: S1. Obtain the current vehicle speed and vehicle body parameters, and proceed to step S2 and / or S3; S2. Obtaining road surface parameters of the current road, combining the driving speed and the vehicle body parameters, and calculating a steering angle threshold according to a first constraint condition; S3. When it is determined that the driving speed satisfies the second constraint condition, determining an initial braking force based on the detected brake opening, and executing a derating output strategy to correct the initial braking force to obtain a target braking force; S4, controlling the vehicle to travel according to the steering angle threshold and the target braking force; The step S2 comprises the steps of: S21. Obtaining the friction coefficient of the current road as a road surface parameter; S22. Obtaining a variable relationship between the centripetal force and the steering angle of the current vehicle based on the driving speed and the vehicle body parameters; S23, obtaining the road surface parameter and the variable relationship, and then calculating the steering angle threshold according to the first constraint condition; The vehicle body parameters include wheel load, centripetal coefficient and rear wheel size; The first constraint condition is that the centripetal force of the vehicle is less than the friction of the road surface; The second constraint condition is that the vehicle's speed is greater than the dynamic balance speed threshold; The step S3 comprises the steps of: S31, detecting the current brake opening of the vehicle and determining the initial braking force; S32, determining whether the driving speed satisfies the second constraint condition, if so, proceeding to step S34, if not, proceeding to the next step; S33, executing a derating output strategy to correct the initial braking force to obtain a target braking force; S34: Output the initial braking force as the target braking force.

2. The electric vehicle anti-skid control method according to claim 1, characterized in that: The acquisition of the friction coefficient comprises the steps of: A1. Test roads in different weather conditions and with different materials to obtain the corresponding friction coefficients, and integrate them to form a one-to-one reference database. A2. Collect environmental information to determine the current road material and weather, and match it with the reference database to determine the friction coefficient of the current road.

3. The anti-skid control method for an electric vehicle according to claim 2, characterized in that: The calculation formula of the steering angle threshold is as follows: in, is the steering angle of the vehicle, is the road parameter, k is the centripetal coefficient of the vehicle, D is the size of the rear wheel of the vehicle, and R is the wheel speed.

4. The anti-skid control method for an electric vehicle according to claim 1, characterized in that: The step S33 includes the following steps: B1. calculating the instantaneous acceleration of the current vehicle based on the initial braking force; B2. Calculating the driving speed at each moment based on the instantaneous acceleration, thereby obtaining the corresponding wheel speed and calculating the speed braking acceleration; B3. Substitute the instantaneous acceleration, the speed braking acceleration, and the initial braking force into a correction formula to obtain the target braking force at each moment and output it.

5. The anti-skid control method for an electric vehicle according to claim 4, characterized in that: The correction formula is: Among them, T(N) is the target braking force, T(n) is the initial braking force, is the instantaneous acceleration, A is the speed braking acceleration.

6. The electric vehicle anti-skid control method according to claim 1, characterized in that: The step S4 comprises: Setting the maximum steering angle of the current vehicle according to the steering angle threshold; and, sequentially output the target braking force at each moment to drive the current vehicle to decelerate.

7. An electric vehicle anti-skid control system, used to implement an electric vehicle anti-skid control method according to any one of claims 1 to 6, characterized in that: It includes a main control chip, and an electronic brake valve, an angle sensor, an axial pressure sensor, a wheel speed sensor and an electronic steering wheel connected thereto. The electronic steering wheel and the angle sensor are fixedly installed on the front wheels of the vehicle, and the electronic brake valve, the axial pressure sensor and the wheel speed sensor are installed on the rear wheels of the vehicle; The electronic brake valve is used to collect brake opening; The steering angle sensor is used to collect the actual steering angle of the vehicle's forward direction; The axial pressure sensor is used to detect the wheel load of the rear wheel of the vehicle; The wheel speed sensor is used to detect the wheel speed of the rear wheel of the vehicle; The main control chip is used to obtain the brake opening, actual steering angle, wheel load and wheel speed, and calculate the steering angle threshold and target braking force corresponding to the current vehicle in combination with the first constraint condition, the second constraint condition and the derating output strategy to control vehicle driving; The first constraint condition is that the centripetal force of the vehicle is less than the friction of the road surface; The second constraint condition is that the vehicle's driving speed is greater than a dynamic balance speed threshold.

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