Vehicle control method and device, electronic equipment and storage medium

Abstract

This invention discloses a vehicle control method, device, electronic device, and storage medium. The method includes: acquiring vehicle driving information corresponding to a target vehicle; the vehicle driving information includes tire side stiffness and tire side slip angle; determining a first adhesion coefficient based on the vehicle driving information and road surface parameters of at least one reference road; and determining the forces to be applied between the target vehicle and the current driving road surface based on the first adhesion coefficient, tire side stiffness, and tire side slip angle, so as to control the target vehicle's movement on the current driving road surface based on the forces to be applied. This solves the problem of poor control accuracy and low safety in existing technologies that rely on predictive control of vehicles based on the adhesion conditions of the current driving road surface, thereby improving the accuracy of vehicle predictive control and enhancing driving safety.

Description

Technical Field

[0001] This invention relates to the field of computer processing technology, and in particular to a vehicle control method, device, electronic device, and storage medium. Background Technology

[0002] With the development and popularization of autonomous vehicles, autonomous vehicle control technology is usually used to automatically control the vehicle's accelerator / brake, steering wheel, etc., so that the vehicle can travel on a predetermined trajectory.

[0003] Existing control technologies typically employ control parameters such as brake pedal opening and steering wheel angle control by considering the adhesion conditions of the current road surface. However, due to the variability of road conditions, this method is difficult to accurately predict and control the vehicle. Summary of the Invention

[0004] This invention provides a vehicle control method, device, electronic device, and storage medium to improve the accuracy of vehicle predictive control and thereby enhance driving safety.

[0005] According to one aspect of the present invention, a vehicle control method is provided, the method comprising:

[0006] Obtain vehicle driving information corresponding to the target vehicle; wherein, the vehicle driving information includes tire lateral stiffness and tire lateral angle;

[0007] Based on the vehicle driving information and the road surface parameters of at least one reference road, a first adhesion coefficient is determined;

[0008] Based on the first adhesion coefficient, the tire lateral stiffness, and the tire lateral angle, the forces to be applied between the target vehicle and the current road surface are determined, so as to control the target vehicle to drive on the current road surface based on the forces to be applied.

[0009] According to another aspect of the present invention, a vehicle control device is provided, the device comprising:

[0010] The information acquisition module is used to acquire vehicle driving information corresponding to the target vehicle; wherein, the vehicle driving information includes tire lateral stiffness and tire lateral angle.

[0011] The first adhesion coefficient determination module is used to determine the first adhesion coefficient based on the vehicle driving information and the road surface parameters of at least one reference road.

[0012] The pending force determination module is used to determine the pending force between the target vehicle and the current driving surface based on the first adhesion coefficient, the tire lateral stiffness and the tire lateral angle, so as to control the target vehicle to drive on the current driving surface based on the pending force.

[0013] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising:

[0014] At least one processor; and

[0015] A memory communicatively connected to the at least one processor; wherein,

[0016] The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the vehicle control method according to any embodiment of the present invention.

[0017] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the vehicle control method according to any embodiment of the present invention.

[0018] The technical solution of this invention obtains vehicle driving information corresponding to a target vehicle, including tire side stiffness and tire slip angle. Based on the vehicle driving information and road surface parameters of at least one reference road, a first adhesion coefficient is determined. Based on the first adhesion coefficient, tire side stiffness, and tire slip angle, the forces to be applied between the target vehicle and the current driving road surface are determined. The target vehicle is then controlled to drive on the current driving road surface based on these forces. This solves the problem of poor control accuracy and low safety in the prior art, which relies on the adhesion conditions of the current driving road surface for predictive control. The invention achieves the determination of the adhesion capability of the current driving road surface under different road conditions by referring to the road surface parameters of the actual road and combining the vehicle's current driving information, obtaining a first adhesion coefficient. This first adhesion coefficient is then used as an influencing factor to correct the forces to be applied between the target vehicle and the current driving road surface determined based on tire side stiffness and tire slip angle. This improves the accuracy of tire force determination and controls vehicle driving, thereby improving both the accuracy of predictive control and driving safety.

[0019] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a flowchart of a vehicle control method provided according to Embodiment 1 of the present invention;

[0022] Figure 2 This is a schematic diagram of the vehicle control method provided in Embodiment 2 of the present invention;

[0023] Figure 3 This is a schematic diagram of the structure of a vehicle control device according to Embodiment 3 of the present invention;

[0024] Figure 4 This is a schematic diagram of the structure of an electronic device that implements the vehicle control method of this invention. Detailed Implementation

[0025] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0026] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0027] Example 1

[0028] Figure 1This is a flowchart of a vehicle control method according to Embodiment 1 of the present invention. This embodiment is applicable to predicting vehicle control situations. The method can be executed by a vehicle control device, which can be implemented in hardware and / or software and can be configured in a computing device. Figure 1 As shown, the method includes:

[0029] S110. Obtain vehicle driving information corresponding to the target vehicle.

[0030] The vehicle driving information includes tire lateral stiffness and tire slip angle. Optional data may also include, but is not limited to, tire lateral force, vehicle speed, road information (such as obstacles, road slope, road material, road smoothness, roughness, etc.), and the distance between the vehicle and obstacles. Tire lateral stiffness is the ratio of tire lateral force to slip angle, which is a crucial tire parameter determining vehicle handling stability. High tire lateral stiffness ensures good vehicle handling stability.

[0031] In this embodiment, the target vehicle may be equipped with sensors to acquire real-time vehicle driving information. Based on the data in the vehicle driving information, the tire adhesion to the road surface is determined, thereby predicting vehicle control. For example, the vehicle may be equipped with an acceleration sensor or a speed sensor that measures speed at regular intervals. When the vehicle's acceleration and steering wheel angle meet the activation conditions, the current acceleration information of the vehicle is obtained as the vehicle driving information.

[0032] S120. Based on vehicle driving information and road surface parameters of at least one reference road, determine the first adhesion coefficient.

[0033] It's important to note that in real-world scenarios, tire adhesion can be defined as the maximum reaction force provided to the tire by the supporting surface (road surface, ground). Adhesion is categorized by direction into tangential force (longitudinal force) and lateral force (lateral force), representing the limiting value of the reaction force on the supporting surface. The coefficient of adhesion is the ratio of the maximum longitudinal or lateral force and the maximum resultant force provided by the supporting surface to the normal reaction force of the supporting surface, specifically the longitudinal adhesion coefficient, lateral adhesion coefficient, and coefficient of adhesion. The first adhesion coefficient can be considered the lateral equivalent adhesion coefficient, characterizing the adhesion resulting from the application of lateral forces between the wheel and the road surface. The lateral adhesion coefficient of the wheel affects the directional stability of the vehicle; generally, the lateral adhesion coefficient is maximum when the slip ratio is 0. The reference road can refer to actual standard roads, and there can be several, for example, two, three, or more. Its road surface parameters are actual road surface parameters, which can also be in several sets, each corresponding to a reference road surface. For example, road surface parameters can include road structure, asphalt raw material parameters, and mixture parameters (such as porosity, asphalt saturation, stability, etc.).

[0034] In practical applications, several road surface parameter data points of the reference road can be selected. Furthermore, the first adhesion coefficient can be determined by referring to these road surface parameters and the vehicle's current driving information. Alternatively, the tire adhesion to the road surface can be directly estimated using the vehicle's current driving information to obtain the first adhesion coefficient. Alternatively, the longitudinal adhesion parameter can be obtained by calculating the tire adhesion to the road surface during longitudinal braking using the vehicle's current driving information, and then the lateral adhesion coefficient can be determined by combining the longitudinal adhesion parameter with the road surface parameters of the reference road.

[0035] In this embodiment, determining the first adhesion coefficient based on vehicle driving information and road surface parameters of at least one reference road includes: determining the second adhesion coefficient based on vehicle driving information; determining the tire slip ratio based on vehicle driving information; and determining the first adhesion coefficient based on the second adhesion coefficient, the tire slip ratio, and road surface parameters of at least one reference road.

[0036] The second adhesion coefficient has a different braking direction than the first adhesion coefficient. The second adhesion coefficient can be considered a longitudinal equivalent adhesion parameter. The longitudinal adhesion coefficient of the wheel affects the braking performance of the vehicle. Generally, the longitudinal adhesion coefficient reaches its maximum between 10% and 30% of the slip ratio. Tire slip ratio characterizes the slippage between the tire track and the road surface during braking or acceleration while traveling in a straight line. For example, a slip ratio of 0% means that the distance the vehicle travels is equal to the distance the tire tread travels, and 100% slip means that the movement of any tire will not cause any movement of the vehicle body.

[0037] In practical applications, the longitudinal adhesion parameter, i.e., the second adhesion coefficient, can be determined by analyzing the vehicle acceleration and air resistance acceleration from the vehicle's driving information. This can be achieved by subtracting the vehicle acceleration and air resistance acceleration to obtain the second adhesion coefficient. For example, in practical applications, it can be assumed that the vehicle is currently interacting with the ground and air. The equivalent acceleration component of air resistance (i.e., air resistance acceleration) can be subtracted from the current acceleration information. In this case, the lateral interaction between the vehicle and the ground is relatively weak, and the resulting difference can be considered an approximate longitudinal equivalent adhesion coefficient (i.e., the second adhesion coefficient). Alternatively, the degree of tire slippage can be determined by analyzing the vehicle speed and tire rotation speed from the vehicle's driving information, yielding the tire slip ratio. This can be achieved by determining a first intermediate value based on the vehicle speed and tire rotation speed; and then determining the tire slip ratio based on the vehicle speed and the first intermediate value. For example, the difference between the vehicle speed and tire rotation speed can be analyzed, and the resulting difference can be used as the first intermediate value. Furthermore, the quotient between the first intermediate value and the vehicle speed can be calculated, and the resulting quotient can be used as the tire slip ratio. That is, the tire slip ratio can be obtained by dividing the difference between the vehicle speed and the equivalent speed of tire rotation by the vehicle speed.

[0038] To improve the accuracy of tire adhesion determination, the road surface parameters of the reference road can be used to analyze the standard road that is similar to the road conditions of the vehicle's current driving road. Then, the first adhesion coefficient can be determined by combining the road surface adhesion coefficient of the standard road with the second adhesion coefficient.

[0039] In this embodiment, determining the first adhesion coefficient based on the second adhesion coefficient, tire slip ratio, and road surface parameters of at least one reference road includes: determining a target reference road from the reference roads based on the second adhesion coefficient, tire slip ratio, and road surface parameters of the reference road; the road surface parameters include a reference slip ratio and a road surface adhesion coefficient; determining the adhesion coefficient to be used based on the road surface adhesion coefficient of the target reference road; and determining the first adhesion coefficient based on the adhesion coefficient to be used and the second adhesion coefficient.

[0040] In practical applications, a road surface adhesion coefficient-slip ratio model can be pre-constructed. Based on this model, the road surface parameters of each reference road are compared with the vehicle's current second adhesion coefficient and tire slip ratio. Then, roads with road surface parameters consistent with the tire slip ratio and close to the second adhesion coefficient are selected as target reference roads. Further, the adhesion coefficient to be used can be determined based on the road surface adhesion coefficient of the target reference road. For example, if there is only one target reference road, its road surface adhesion coefficient can be used as the adhesion coefficient to be used. If there are at least two target reference roads, the road surface adhesion coefficients of each target reference road can be weighted and summed, and the sum can be used as the adhesion coefficient to be used. The determined adhesion coefficient to be used can be used as the maximum adhesion coefficient of the current road. The square of the maximum adhesion coefficient can be subtracted from the square of the second adhesion coefficient to obtain the square difference. The root of the square difference can then be obtained and used as the first adhesion coefficient.

[0041] To improve the stability and safety of vehicle control, weights can be set for the two target reference roads based on the difference between the road surface adhesion coefficient of the target reference road and the currently detected second adhesion coefficient. The adhesion coefficient to be used can then be determined based on the road surface adhesion coefficient and weight value of each target reference road.

[0042] In this embodiment, if there are at least two target reference roads, the method for determining the adhesion coefficient to be used based on the road surface adhesion coefficient of the target reference roads can be as follows: determine the weight value corresponding to each target reference road based on the road surface parameters and the second adhesion coefficient of each target reference road; and determine the adhesion coefficient to be used based on the road surface adhesion coefficient and the weight value of each target reference road.

[0043] Specifically, the pavement parameters of each target reference road can be subtracted from the second adhesion coefficient. Target reference roads with larger differences can have their weights set lower, while those with smaller differences can have their weights set higher, thus obtaining the corresponding weight value for each target reference road. Furthermore, the product of the pavement adhesion coefficient of each target reference road and its corresponding weight value can be summed to obtain the final adhesion coefficient to be used.

[0044] For example, using the obtained second adhesion coefficient and several sets of actual road surface parameters, two roads with similar road surface adhesion coefficients under the same slip ratio are selected as target reference roads. These two target reference roads are similar in nature to the currently driven road. Weight values ​​for the two target reference roads can be set based on the difference between the road surface adhesion coefficient and the second adhesion coefficient. The maximum adhesion coefficient of the current road, i.e., the adhesion coefficient to be used, is then calculated by weighting the road surface adhesion coefficient and the corresponding weight values. The root of the squared difference between the adhesion coefficient to be used and the second adhesion coefficient is the first adhesion coefficient.

[0045] S130. Based on the first adhesion coefficient, tire lateral stiffness and tire lateral angle, determine the forces to be applied between the target vehicle and the current driving surface, so as to control the target vehicle to drive on the current driving surface based on the forces to be applied.

[0046] In this embodiment, the tire lateral stiffness and tire slip angle can be multiplied to obtain the lateral force on the tire, i.e., the force to be applied between the target vehicle and the current road surface. Alternatively, the first adhesion coefficient can be used as an influencing factor of the force, and the product value can be corrected using the first adhesion coefficient, with the corrected product value used as the force to be applied. Alternatively, the tire lateral stiffness can be corrected first using the first adhesion coefficient to obtain the corrected tire lateral stiffness, and then the corrected tire lateral stiffness and tire slip angle can be multiplied, with the product used as the force to be applied.

[0047] Optionally, the method for determining the force to be applied between the target vehicle and the current road surface based on the first adhesion coefficient and the tire lateral stiffness can be: determining the target tire lateral stiffness based on the first adhesion coefficient and the tire lateral stiffness; and determining the force to be applied based on the target tire lateral stiffness and the tire slip angle.

[0048] Specifically, considering the variation in road surface adhesion, the first adhesion coefficient can be added as a linear factor to the linearized vehicle dynamics model. The first adhesion coefficient and the tire lateral stiffness can be multiplied, and the product value can be used as the modified tire lateral stiffness, i.e., the target tire lateral stiffness. The product of the target tire lateral stiffness and the tire slip angle can be used as the force to be applied.

[0049] The technical solution of this embodiment obtains vehicle driving information corresponding to the target vehicle, including tire side stiffness and tire slip angle. Based on the vehicle driving information and road surface parameters of at least one reference road, a first adhesion coefficient is determined. Based on the first adhesion coefficient, tire side stiffness, and tire slip angle, the forces to be applied between the target vehicle and the current driving road surface are determined. The target vehicle is then controlled to drive on the current driving road surface based on these forces. This solves the problem of poor control accuracy and low safety in the prior art, which relies on the adhesion conditions of the current driving road surface for predictive control. By referencing the road surface parameters of the actual road and combining them with the vehicle's current driving information, the adhesion capability of the current driving road surface under different road conditions is determined, resulting in a first adhesion coefficient. This first adhesion coefficient is then used as an influencing factor to correct the forces to be applied between the target vehicle and the current driving road surface determined based on tire side stiffness and tire slip angle. This improves the accuracy of tire force determination and controls vehicle driving, thereby improving both the accuracy of predictive control and driving safety.

[0050] Example 2

[0051] As an optional embodiment of the above embodiments, specific application scenario examples are provided to enable those skilled in the art to further understand the technical solutions of the embodiments of the present invention. Specifically, please refer to the following detailed content.

[0052] The technical solution provided in this embodiment can be implemented by two working modules, namely a front module and a back module.

[0053] The front module collects vehicle state information (i.e., vehicle driving information) via an acceleration / torque sensor, and, referencing the road adhesion coefficient-slip ratio model and several sets of actual road surface parameters (i.e., road surface parameters of the road to be referenced), evaluates the adhesion capability of the current road surface on which the vehicle is traveling, and transmits the evaluation results (including the first adhesion coefficient) to the rear module. See also Figure 2The determination of the first adhesion coefficient can be achieved as follows: During the expected planning of vehicle control, the vehicle sensors corresponding to the accelerator, brake, and steering wheel are controlled by the model predictive controller to collect vehicle driving information, including vehicle acceleration, vehicle speed, tire rotation speed, and the acceleration component of air resistance. The tire slip ratio can be obtained by dividing the difference between the vehicle speed and the tire rotation speed by the vehicle speed. The acceleration component of air resistance can be subtracted from the vehicle acceleration, and the difference can be used as an approximate longitudinal equivalent adhesion coefficient, i.e., the second adhesion coefficient. Based on the road surface parameters of multiple sets of reference roads, the second adhesion coefficient, and the tire slip ratio, two standard roads (i.e., target reference roads) that are relatively close to the characteristics of the current driving road can be obtained. Specifically, under the same slip ratio, they have relatively close road surface adhesion coefficients. Based on the difference between the road surface adhesion coefficient and the second adhesion coefficient, weights are set for the two target reference roads, and the maximum adhesion coefficient of the current road is calculated by weighting the road surface adhesion coefficient and the corresponding weight values. This is the adhesion coefficient to be used. The root of the square difference between the adhesion coefficient to be used and the second adhesion coefficient is the first adhesion coefficient, which is the evaluation result.

[0054] The rear module receives the evaluation results from the front module and uses them to modify the linearized vehicle dynamics model (i.e., the prediction model) configured in the model predictive controller. This primarily involves modifying the vehicle's lateral motion equations and the tire side-clinch stiffness used in the linearized tire forces. For example, the first adhesion coefficient and the tire side-clinch stiffness can be multiplied, and the product value becomes the modified tire side-clinch stiffness, i.e., the target tire side-clinch stiffness. The product of the target tire side-clinch stiffness and the tire side-clinch angle can be used as the applied force. By adding the first adhesion coefficient to the fixed side-clinch stiffness through a linear product, the consistency between the inherent vehicle model under these road conditions and the actual situation is improved, resulting in a dynamic system that more closely resembles the real-world vehicle motion characteristics. This improves controller performance and ultimately enables the autonomous vehicle to have better driving performance.

[0055] The technical solution of this embodiment, by taking into account the road adhesion capability under different road conditions, avoids situations where autonomous vehicles deviate from the planned path during driving, thereby improving the control accuracy of autonomous vehicles and enhancing driving safety.

[0056] Example 3

[0057] Figure 3 This is a structural schematic diagram of a vehicle control device according to Embodiment 3 of the present invention. Figure 3 As shown, the device includes: an information acquisition module 210, a first adhesion coefficient determination module 220, and a force determination module 230.

[0058] The information acquisition module 210 is used to acquire vehicle driving information corresponding to the target vehicle, wherein the vehicle driving information includes tire lateral stiffness and tire lateral angle; the first adhesion coefficient determination module 220 is used to determine a first adhesion coefficient based on the vehicle driving information and road surface parameters of at least one reference road; the force to be applied determination module 230 is used to determine the force to be applied between the target vehicle and the current driving road surface based on the first adhesion coefficient, the tire lateral stiffness and the tire lateral angle, so as to control the target vehicle to drive on the current driving road surface based on the force to be applied.

[0059] The technical solution of this embodiment obtains vehicle driving information corresponding to the target vehicle, including tire side stiffness and tire slip angle. Based on the vehicle driving information and road surface parameters of at least one reference road, a first adhesion coefficient is determined. Based on the first adhesion coefficient, tire side stiffness, and tire slip angle, the forces to be applied between the target vehicle and the current driving road surface are determined. The target vehicle is then controlled to drive on the current driving road surface based on these forces. This solves the problem of poor control accuracy and low safety in the prior art, which relies on the adhesion conditions of the current driving road surface for predictive control. By referencing the road surface parameters of the actual road and combining them with the vehicle's current driving information, the adhesion capability of the current driving road surface under different road conditions is determined, resulting in a first adhesion coefficient. This first adhesion coefficient is then used as an influencing factor to correct the forces to be applied between the target vehicle and the current driving road surface determined based on tire side stiffness and tire slip angle. This improves the accuracy of tire force determination and controls vehicle driving, thereby improving both the accuracy of predictive control and driving safety.

[0060] Optionally, based on the above-mentioned device, the first adhesion coefficient determination module 220 includes a second adhesion coefficient determination unit, a tire slip ratio determination unit, and a first adhesion coefficient determination unit.

[0061] The second adhesion coefficient determining unit is used to determine a second adhesion coefficient based on the vehicle driving information; wherein the second adhesion coefficient has a different braking direction than the first adhesion coefficient;

[0062] A tire slip ratio determination unit is used to determine the tire slip ratio based on the vehicle driving information;

[0063] The first adhesion coefficient determining unit is used to determine the first adhesion coefficient based on the second adhesion coefficient, the tire slip ratio, and the road surface parameters of at least one reference road.

[0064] Based on the above device, optionally, the vehicle driving information includes vehicle acceleration and air resistance acceleration, and the second adhesion coefficient determining unit is specifically used to perform difference processing on the vehicle acceleration and the air resistance acceleration to obtain the second adhesion coefficient.

[0065] Based on the above-mentioned device, optionally, the vehicle driving information includes vehicle speed and tire rotation speed, and the tire slip ratio determination unit includes a first intermediate value determination subunit and a tire slip ratio determination subunit.

[0066] The first intermediate value determination subunit is used to determine a first intermediate value based on the vehicle speed and the tire rotation speed;

[0067] The tire slip ratio determination subunit is used to determine the tire slip ratio based on the vehicle speed and the first intermediate value.

[0068] Optionally, based on the above-mentioned device, the first adhesion coefficient determination unit includes a target reference road determination subunit, an adhesion coefficient determination subunit to be used, and a first adhesion coefficient determination subunit.

[0069] The target reference road determination subunit is used to determine a target reference road from the road to be referenced based on the second adhesion coefficient, the tire slip ratio, and the road surface parameters of the road to be referenced; wherein the road surface parameters include the reference slip ratio and the road surface adhesion coefficient;

[0070] The adhesion coefficient determination subunit is used to determine the adhesion coefficient to be used based on the road surface adhesion coefficient of the target reference road.

[0071] The first adhesion coefficient determining subunit is used to determine the first adhesion coefficient based on the adhesion coefficient to be used and the second adhesion coefficient.

[0072] Based on the above device, optionally, the number of target reference roads is at least two, and the attachment coefficient determination subunit includes a weight value determination subunit and an attachment coefficient determination subunit.

[0073] The weight value determination unit is used to determine the weight value corresponding to each target reference road based on the road surface parameters of each target reference road and the second adhesion coefficient;

[0074] The unit for determining the adhesion coefficient to be used is used to determine the adhesion coefficient to be used based on the road surface adhesion coefficient of each target reference road and the weight value.

[0075] Based on the above-mentioned device, optionally, the force determination module 230 includes a target tire lateral stiffness determination unit and a force determination unit.

[0076] The target tire lateral stiffness determination unit is used to determine the target tire lateral stiffness based on the first adhesion coefficient and the tire lateral stiffness.

[0077] The force determination unit is used to determine the force to be applied based on the target tire lateral stiffness and the tire lateral angle.

[0078] The vehicle control device provided in the embodiments of the present invention can execute the vehicle control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of executing the method.

[0079] Example 4

[0080] Figure 4 This is a schematic diagram of the structure of an electronic device implementing the vehicle control method of an embodiment of the present invention. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (such as helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0081] like Figure 4 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 may also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0082] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0083] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as vehicle control methods.

[0084] In some embodiments, the vehicle control method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the vehicle control method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the vehicle control method by any other suitable means (e.g., by means of firmware).

[0085] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0086] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0087] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0088] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0089] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0090] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0091] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0092] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A vehicle control method, characterized in that, include: Obtain vehicle driving information corresponding to the target vehicle; wherein, the vehicle driving information includes tire lateral stiffness and tire lateral angle; Based on the vehicle driving information and the road surface parameters of at least one reference road, a first adhesion coefficient is determined; Based on the first adhesion coefficient, the tire lateral stiffness and the tire lateral angle, the forces to be applied between the target vehicle and the current driving surface are determined, so as to control the target vehicle to drive on the current driving surface based on the forces to be applied. The determination of the first adhesion coefficient based on the vehicle driving information and the road surface parameters of at least one reference road includes: Based on the vehicle driving information, a second adhesion coefficient is determined; wherein the braking direction of the second adhesion coefficient is different from that of the first adhesion coefficient. Based on the vehicle driving information, the tire slip ratio is determined; The first adhesion coefficient is determined based on the second adhesion coefficient, the tire slip ratio, and the road surface parameters of at least one reference road. Determining the first adhesion coefficient based on the second adhesion coefficient, the tire slip ratio, and road surface parameters of at least one reference road includes: Based on the second coefficient of adhesion, the tire slip ratio, and the road surface parameters of the road to be referenced, a target reference road is determined from the road to be referenced; wherein, the road surface parameters include the reference slip ratio and the road surface coefficient of adhesion; Based on the road surface adhesion coefficient of the target reference road, determine the adhesion coefficient to be used; The first adhesion coefficient is determined based on the adhesion coefficient to be used and the second adhesion coefficient; The step of determining a target reference road from the reference road based on the second adhesion coefficient, the tire slip ratio, and the road surface parameters of the reference road includes: A road surface adhesion coefficient-slip ratio model is pre-constructed. Based on the model, the road surface parameters of each reference road are compared with the vehicle's current second adhesion coefficient and tire slip ratio. From multiple reference roads, roads with road surface parameters consistent with tire slip ratio and similar to second adhesion coefficient are selected as target reference roads.

2. The method according to claim 1, characterized in that, The vehicle driving information includes vehicle acceleration and air drag acceleration. Determining the second adhesion coefficient based on the vehicle driving information includes: The second adhesion coefficient is obtained by performing a difference processing on the vehicle acceleration and the air resistance acceleration.

3. The method according to claim 1, characterized in that, The vehicle driving information includes vehicle speed and tire rotation speed. Determining the tire slip ratio based on the vehicle driving information includes: A first intermediate value is determined based on the vehicle speed and the tire rotation speed; The tire slip ratio is determined based on the vehicle speed and the first intermediate value.

4. The method according to claim 1, characterized in that, The number of target reference roads is at least two, and the determination of the adhesion coefficient to be used based on the road surface adhesion coefficient of the target reference roads includes: Based on the pavement parameters of each target reference road and the second adhesion coefficient, a weight value corresponding to each target reference road is determined; The adhesion coefficient to be used is determined based on the road surface adhesion coefficient of each target reference road and the weight value.

5. The method according to claim 1, characterized in that, The step of determining the forces to be applied between the target vehicle and the current road surface based on the first adhesion coefficient and the tire lateral stiffness includes: Based on the first adhesion coefficient and the tire lateral stiffness, the target tire lateral stiffness is determined; The force to be applied is determined based on the target tire lateral stiffness and the tire lateral angle.

6. A vehicle control device for executing the vehicle control method as described in any one of claims 1-5, characterized in that, include: The information acquisition module is used to acquire vehicle driving information corresponding to the target vehicle; wherein, the vehicle driving information includes tire lateral stiffness and tire lateral angle. The first adhesion coefficient determination module is used to determine the first adhesion coefficient based on the vehicle driving information and the road surface parameters of at least one reference road. The pending force determination module is used to determine the pending force between the target vehicle and the current driving surface based on the first adhesion coefficient, the tire lateral stiffness and the tire lateral angle, so as to control the target vehicle to drive on the current driving surface based on the pending force.

7. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the vehicle control method according to any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the vehicle control method of any one of claims 1-5.

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