Control method and device of vehicle, nonvolatile storage medium, and electronic device

Abstract

The application discloses a control method and device of a vehicle, a nonvolatile storage medium and an electronic device. The method comprises the following steps: acquiring a vehicle state parameter and a road condition parameter, and determining a target mass center side slip angle speed and a target yaw angle speed for representing a vehicle steering state according to the vehicle state parameter and the road condition parameter; in the case that the target mass center side slip angle speed is greater than a first preset threshold or the target mass center side slip angle speed is less than a second preset threshold, determining whether an actual yaw angle speed collected by the vehicle is equal to the target yaw angle speed; and in the case that the actual yaw angle speed is not equal to the target yaw angle speed, distributing a yaw torque to a motor system and a brake system of the vehicle. The application solves the technical problems of complex function interaction and large signal transmission delay caused by the fact that the control of the vehicle in the related art is mainly coordinated control.

Description

Technical Field

[0001] This application relates to the field of electric vehicle control technology, and more specifically, to a vehicle control method and device, a non-volatile storage medium, and an electronic device. Background Technology

[0002] Currently, active chassis control functions primarily focus on the single-dimensional dynamics of the system in question. However, as a complex coupled entity, a vehicle involves interactions and influences between its various systems. Therefore, it is crucial to fully consider the dynamic coupling effects of the various vehicle systems and establish a multi-system collaborative control mechanism to achieve optimal control performance.

[0003] Current dynamics architectures primarily employ a distributed architecture, with core dynamics control functions mainly deployed in systems such as electronic stability control and rear-wheel steering. The vehicle control unit (VCU), constrained by this functional allocation, primarily relies on coordinated control, resulting in drawbacks such as complex functional interactions, significant signal transmission delays, and slow control response. Furthermore, current dynamics control functions are still mainly based on "condition-triggered" control, exhibiting problems such as large response delays and poor ride smoothness. This architecture, where control functions are implemented independently by different components, is no longer suitable for future user requirements regarding the power, handling, and ride comfort of electric vehicles, nor can it meet the development needs of future intelligent vehicles and vehicle "software-defined" technologies. Therefore, research into integrated powertrain and chassis control technologies is urgently needed.

[0004] There is currently no effective solution to the above problems. Summary of the Invention

[0005] This application provides a vehicle control method and apparatus, a non-volatile storage medium, and an electronic device to at least solve the technical problems of complex functional interaction and large signal transmission delay caused by the coordination control-based control of vehicles in related technologies.

[0006] According to one aspect of the embodiments of this application, a vehicle control method is provided, comprising: acquiring vehicle state parameters and road condition parameters, and determining a target centroid sideslip angular velocity and a target yaw angular velocity to characterize the vehicle's steering state based on the vehicle state parameters and road condition parameters; determining whether the actual yaw angular velocity collected by the vehicle is equal to the target yaw angular velocity when the target centroid sideslip angular velocity is greater than a first preset threshold or less than a second preset threshold; and distributing yaw torque to the vehicle's motor system and braking system when the actual yaw angular velocity is not equal to the target yaw angular velocity.

[0007] Optionally, acquiring vehicle state parameters and road condition parameters includes: acquiring vehicle state parameters through multiple sensors inside the vehicle, wherein the vehicle state parameters include at least: lateral acceleration, lateral velocity, longitudinal velocity, yaw rate, center of gravity sideslip angle, and steering wheel angle; and determining road condition parameters based on the vehicle state parameters, wherein the road condition parameters include at least: road surface adhesion coefficient.

[0008] Optionally, the target centroid sideslip angular velocity and target yaw angular velocity, used to characterize the vehicle's steering state, are determined based on vehicle state parameters and road condition parameters, including: determining the target centroid sideslip angular velocity based on lateral acceleration, lateral velocity, longitudinal velocity, yaw angular velocity, and centroid sideslip angle; and determining the target yaw angular velocity based on longitudinal vehicle speed, vehicle wheelbase, steering wheel angle, lateral acceleration, and road surface adhesion coefficient.

[0009] Optionally, when the actual yaw rate is not equal to the target yaw rate, the yaw torque is distributed to the vehicle's motor system and braking system, including: when the vehicle is in a non-braking condition, distributing the yaw torque to the motor system, wherein the motor system is used to report its own first torque capability, wherein the first torque capability is determined at least by the current wheel speed and the current input voltage of the motor system; receiving the torque capability sent by the motor system, and distributing the yaw torque to the braking system if a first value corresponding to the first torque capability is less than a second value corresponding to the yaw torque.

[0010] Optionally, when the actual yaw rate is not equal to the target yaw rate, the yaw torque is distributed to the vehicle's motor system and braking system, including: when the vehicle is in braking condition, distributing the yaw torque to the braking system, wherein the braking system reports its own second torque capability, wherein the second torque capability is determined at least by the current wheel speed and the current input voltage of the braking system; receiving the second torque capability sent by the braking system, and distributing the yaw torque to the motor system if the third value corresponding to the second torque capability is less than the second value corresponding to the yaw torque.

[0011] Optionally, if the actual yaw rate is less than the target yaw rate, the yaw torque is distributed to the inner wheels of the vehicle; if the actual yaw rate is not less than the target yaw rate, the yaw torque is distributed to the outer wheels of the vehicle.

[0012] Optionally, if the vehicle's motor system includes a distributed four-wheel drive motor, the yaw torque is evenly distributed to the four wheels of the vehicle; if the vehicle's motor system includes a centralized four-wheel drive motor, the inter-axle torque is distributed based on the difference between the actual yaw rate and the target yaw rate.

[0013] According to another aspect of the embodiments of this application, a vehicle control device is also provided, comprising: a first determining module, configured to acquire vehicle state parameters and road condition parameters, and determine a target centroid sideslip angular velocity and a target yaw angular velocity to characterize the vehicle's steering state based on the vehicle state parameters and road condition parameters; a second determining module, configured to determine whether the actual yaw angular velocity collected by the vehicle is equal to the target yaw angular velocity when the target centroid sideslip angular velocity is greater than a first preset threshold or less than a second preset threshold; and an allocating module, configured to allocate yaw torque to the vehicle's motor system and braking system when the actual yaw angular velocity is not equal to the target yaw angular velocity.

[0014] According to another aspect of the embodiments of this application, a non-volatile storage medium is also provided, the storage medium including a stored program, wherein the program, when running, controls the device where the storage medium is located to execute the above-described vehicle control method.

[0015] According to another aspect of the embodiments of this application, an electronic device is also provided, including: a memory and a processor, the processor being configured to run a program stored in the memory, wherein the program executes the above-described vehicle control method during runtime.

[0016] According to another aspect of the embodiments of this application, a vehicle is also provided, the controller of which is used to execute the above-described vehicle control method.

[0017] In this embodiment, vehicle state parameters and road condition parameters are acquired, and target centroid sideslip angular velocity and target yaw angular velocity are determined based on these parameters to characterize the vehicle's steering state. If the target centroid sideslip angular velocity is greater than a first preset threshold or less than a second preset threshold, it is determined whether the actual yaw angular velocity collected by the vehicle is equal to the target yaw angular velocity. If the actual yaw angular velocity is not equal to the target yaw angular velocity, yaw torque is distributed to the vehicle's motor system and braking system. By distributing yaw torque to the vehicle's motor system and braking system when the actual yaw angular velocity is not equal to the target yaw angular velocity, the vehicle control system achieves the goal of yaw control based on vehicle state parameters and road condition parameters, thereby achieving efficient and stable vehicle control. This solves the technical problems of complex functional interaction and large signal transmission delay caused by the coordination-based control of vehicles in related technologies. Attached Figure Description

[0018] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0019] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application;

[0020] Figure 2 This is a structural diagram of a vehicle control system according to an embodiment of this application;

[0021] Figure 3 This is a schematic diagram of a yaw torque distribution method according to an embodiment of this application;

[0022] Figure 4 This is a structural diagram of a vehicle control device according to an embodiment of this application;

[0023] Figure 5 This is a hardware structure block diagram of a computer terminal (or electronic device) for a vehicle control method according to an embodiment of this application. Detailed Implementation

[0024] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0025] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application 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 this application 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 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.

[0026] According to an embodiment of this application, a method embodiment for controlling a vehicle is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0027] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application, such as... Figure 1 As shown, the method includes the following steps:

[0028] Step S102: Obtain vehicle state parameters and road condition parameters, and determine the target centroid sideslip angular velocity and target yaw angular velocity to characterize the vehicle's steering state based on the vehicle state parameters and road condition parameters.

[0029] Optionally, vehicle state parameters are acquired through multiple sensors inside the vehicle, including at least: lateral acceleration, lateral velocity, longitudinal velocity, yaw rate, center of gravity sideslip angle, and steering wheel angle; based on the vehicle state parameters, road condition parameters are determined, including at least: road surface adhesion coefficient.

[0030] Lateral acceleration is the acceleration a vehicle experiences in the lateral direction, which can also be understood as the acceleration of a vehicle in a curve. Lateral acceleration is the centripetal acceleration of a vehicle in a curve and can be calculated using the vehicle's lateral force and mass. Lateral velocity is the velocity of a vehicle in the lateral direction, which is the velocity of the vehicle in a curve, and can also be understood as the lateral velocity of the vehicle when cornering. Lateral velocity can be calculated using the vehicle's speed and yaw rate. Longitudinal velocity is the velocity of a vehicle in the longitudinal direction, which is the velocity of the vehicle when traveling in a straight line. Yaw rate is the angular velocity of a vehicle rotating around its center of mass, and can also be understood as the angular velocity of the vehicle when cornering. Slip angle is the angle of the vehicle's center of mass relative to its direction of travel in a curve, and can also be understood as the angle of roll of the vehicle's center of mass in a curve.

[0031] Step S104: If the target centroid sideslip angular velocity is greater than the first preset threshold or the target centroid sideslip angular velocity is less than the second preset threshold, determine whether the actual yaw rate collected by the vehicle is equal to the target yaw rate.

[0032] According to some alternative embodiments of this application, when the target center of gravity sideslip angular velocity is greater than a first preset threshold, for example, when the target center of gravity sideslip angular velocity is greater than 5 deg / s, it indicates that the vehicle is prone to instability. In order to prevent the vehicle from losing stability, the controller calls the yaw control function to improve the stability of the vehicle by dynamically adjusting the yaw torque. When the target center of gravity sideslip angular velocity is less than a second preset threshold, for example, when the target center of gravity sideslip angular velocity is less than 3 deg / s, it indicates that the vehicle instability has been improved. The controller will exit the yaw control function, and the vehicle will gradually return to the state before the yaw control function intervenes, so as to prevent the function from being accidentally triggered and affecting the overall driving experience.

[0033] Step S106: When the actual yaw rate is not equal to the target yaw rate, the yaw torque is distributed to the vehicle's motor system and braking system.

[0034] The vehicle's electrical system refers to its power system, including components such as the engine, battery, and electric motor. The braking system is the vehicle's safety system, responsible for controlling deceleration and stopping. Both the electrical and braking systems play crucial roles in vehicle operation. The electrical system provides power, enabling the vehicle to move; the braking system ensures the vehicle can safely decelerate and stop. They work closely together to guarantee the normal operation and driving safety of the vehicle.

[0035] Optionally, the vehicle control system distributes the yaw torque to the vehicle's motor system and braking system. The vehicle control system is an on-board electronic control unit used to control various functions and systems of the vehicle. It is one of the core components of the vehicle's electronic control system and is responsible for handling and controlling the vehicle's motion, safety, driving assistance, and entertainment systems.

[0036] The main functions of the vehicle control system include the following: 1. Powertrain control: The vehicle control system can control and manage the vehicle's engine, transmission, and drivetrain. It monitors and adjusts the engine's operating status and detects and controls the transmission's shifting process in real time to improve the vehicle's power performance. 2. Braking system control: The vehicle control system can monitor and control the vehicle's braking and suspension systems, including anti-lock braking systems (ABS) and electronic stability control systems. By detecting information such as wheel speed, direction, and vehicle tilt angle, it adjusts the braking force and suspension system's operating status in real time to improve vehicle handling and safety. 3. Driver assistance system control: The vehicle control system can control and manage various driver assistance systems, such as adaptive cruise control and lane keeping assist. By detecting information such as the distance and speed of obstacles ahead, it adjusts the vehicle's speed and direction in real time to provide a safer and more comfortable driving experience. 4. Entertainment and information system control: The vehicle control system can also control and manage the vehicle's entertainment and information systems, such as navigation and audio systems. It receives and processes information from various sensors and input devices to realize audio, video, and navigation functions, providing a richer driving and riding experience.

[0037] Optionally, when the vehicle is in a non-braking condition, the yaw torque is distributed to the motor system, wherein the motor system reports its own first torque capability, which is determined at least by the current wheel speed and the current input voltage of the motor system; and receives the torque capability sent by the motor system, and if the first value corresponding to the first torque capability is less than the second value corresponding to the yaw torque, the yaw torque is distributed to the braking system.

[0038] Optionally, when the vehicle is in braking condition, the yaw torque is distributed to the braking system, wherein the braking system reports its own second torque capability, wherein the second torque capability is determined at least by the current wheel speed and the current input voltage of the braking system; the second torque capability sent by the braking system is received, and if the third value corresponding to the second torque capability is less than the second value corresponding to the yaw torque, the yaw torque is distributed to the motor system.

[0039] Based on the above steps, when the actual yaw rate is not equal to the target yaw rate, the vehicle control system distributes the yaw torque to the vehicle's motor system and braking system. This achieves the goal of controlling the vehicle's yaw based on vehicle state parameters and road condition parameters, thereby realizing the technical effect of efficient and stable vehicle control.

[0040] According to some optional embodiments of this application, obtaining vehicle state parameters and road condition parameters includes the following steps: obtaining vehicle state parameters through multiple sensors inside the vehicle, wherein the vehicle state parameters include at least: lateral acceleration, lateral velocity, longitudinal velocity, yaw rate, center of gravity sideslip angle, and steering wheel angle; determining road condition parameters based on the vehicle state parameters, wherein the road condition parameters include at least: road surface adhesion coefficient.

[0041] In some optional embodiments of this application, the target centroid sideslip angular velocity and target yaw angular velocity, used to characterize the vehicle's steering state, are determined based on vehicle state parameters and road condition parameters. This can be achieved by: determining the target centroid sideslip angular velocity based on lateral acceleration, lateral velocity, longitudinal velocity, yaw angular velocity, and centroid sideslip angle; and determining the target yaw angular velocity based on longitudinal vehicle speed, vehicle wheelbase, steering wheel angle, lateral acceleration, and road surface adhesion coefficient.

[0042] As some optional embodiments of this application, the target center of mass sideslip angular velocity is calculated using the collected real-time data (lateral acceleration, longitudinal velocity, and actual vehicle yaw rate). Among them, the sideslip velocity is used to reflect the vehicle's steering state, and during vehicle movement:

[0043]

[0044] Among them, a y The lateral acceleration of a vehicle, v y Let u represent the lateral velocity, ω represent the longitudinal velocity, ω represent the yaw rate, and β represent the sideslip angle. During yaw control, the vehicle's longitudinal velocity can be assumed to remain constant, thus yielding the target sideslip rate:

[0045]

[0046] The target yaw rate of the vehicle is calculated using the following formula:

[0047]

[0048] Where u represents the longitudinal vehicle speed, ω s Let l represent the target yaw rate, l represent the vehicle's wheelbase, and δ represent the steering wheel angle. Since the vehicle's target yaw rate is also limited by the road surface adhesion coefficient, the lateral force must satisfy the following constraints under the tire adhesion limit:

[0049] |a y |≤μg

[0050] Where μg is the road surface adhesion coefficient.

[0051] The lateral acceleration of a vehicle can be expressed as:

[0052] a y =v y +uω

[0053] Based on the above formula, the target's yaw rate should also satisfy the following condition:

[0054]

[0055] Since the maximum acceleration is less than or equal to the road surface adhesion coefficient, that is:

[0056] a max ≤μg

[0057] In summary, in this embodiment, the target yaw rate is calculated during torque distribution as follows:

[0058]

[0059] In some optional embodiments of this application, when the actual yaw rate is not equal to the target yaw rate, the yaw torque is distributed to the vehicle's motor system and braking system by the following method: when the vehicle is in a non-braking condition, the yaw torque is distributed to the motor system, wherein the motor system is used to report its own first torque capability, wherein the first torque capability is determined at least by the current wheel speed and the current input voltage of the motor system; the torque capability sent by the motor system is received, and if the first value corresponding to the first torque capability is less than the second value corresponding to the yaw torque, the yaw torque is distributed to the braking system.

[0060] In some optional embodiments, when the actual yaw rate is not equal to the target yaw rate, the yaw torque is distributed to the vehicle's motor system and braking system, which can be achieved by the following method: when the vehicle is in braking condition, the yaw torque is distributed to the braking system, wherein the braking system reports its own second torque capability, wherein the second torque capability is determined at least by the current wheel speed and the current input voltage of the braking system; the second torque capability is received from the braking system, and if the third value corresponding to the second torque capability is less than the second value corresponding to the yaw torque, the yaw torque is distributed to the motor system.

[0061] Understandably, when using the yaw control function, the actual yaw rate ω of the vehicle is detected. r Below the target yaw rate ω s In this case, it indicates that the vehicle is understeer. In this situation, increasing the yaw torque will allow the vehicle's performance to match the driver's expectations. Conversely, when the actual yaw rate ω is low... r Greater than the calculated target yaw rate ωs In this case, it indicates that the vehicle is in an oversteer state. At this time, reduce the yaw torque to prevent fishtailing.

[0062] Yaw torque is the lateral moment generated when a vehicle turns, acting on its center of gravity. The magnitude of yaw torque depends on factors such as the vehicle's dynamic characteristics, turning radius, mass distribution, and turning speed. When a vehicle turns, its center of gravity tilts, and the lateral friction generated by the front and rear wheels on the ground produces a lateral moment. This lateral moment causes the vehicle to rotate, which is the yaw torque. The magnitude of yaw torque is directly proportional to the magnitude of the lateral friction and is also related to the vehicle's mass and turning radius. The presence of yaw torque affects the vehicle's stability and cornering performance.

[0063] When a vehicle is in a non-braking condition, it means that the vehicle is not subject to the force of the brakes. In this situation, the vehicle can continue to move forward or decelerate without being stopped by the brakes. Non-braking conditions include, but are not limited to, the following:

[0064] 1. While driving: When a vehicle is traveling on a road, it is in a non-braking state. The vehicle's power system provides power to propel the vehicle forward or maintain speed. The brakes are inactive; the vehicle decelerates and stops relying on engine braking and friction. 2. Coasting: When a vehicle suddenly loses power from a high-speed driving state, it enters a coasting state. During coasting, the vehicle is in a non-braking state and gradually decelerates until it stops. The brakes are inactive; the vehicle decelerates relying on friction and resistance. 3. Downhill driving: When a vehicle is traveling downhill, it is in a non-braking state. The vehicle's own weight provides downward acceleration, propelling the vehicle forward. The brakes are inactive; the vehicle decelerates and stops relying on friction and resistance.

[0065] In general, when a vehicle is not braking, the brakes are inactive, and the vehicle's movement relies on other forces. In this situation, the driver needs to control the vehicle's speed and direction based on road conditions and the vehicle's dynamics.

[0066] Figure 3 This is a schematic diagram of a yaw torque distribution method according to an embodiment of this application, as shown below. Figure 3As shown, when the vehicle is not braking, the yaw torque is preferentially distributed to the motor, and the required yaw torque is limited according to the torque capacity reported by the motor in real time. When the motor capacity is limited, the yaw torque is distributed to the braking system. Through coordinated control with the braking torque, the yaw torque response is maximized to ensure vehicle safety. When the vehicle is braking, the yaw torque is preferentially distributed to the braking system, and the required yaw torque is limited according to the torque capacity of the braking system. When the braking capacity is limited, the yaw torque is distributed to the motor system. Through coordinated control with the motor torque, the yaw torque response is maximized to ensure vehicle safety.

[0067] According to some optional embodiments of this application, when the actual yaw rate is less than the target yaw rate, the yaw torque is distributed to the inner wheels of the vehicle; when the actual yaw rate is not less than the target yaw rate, the yaw torque is distributed to the outer wheels of the vehicle.

[0068] When using the yaw control function, the actual yaw rate ω of the vehicle is detected. r Below the target yaw rate ω s In this case, it indicates that the vehicle is understeer. In this situation, increasing the yaw torque will allow the vehicle's performance to match the driver's expectations. Conversely, when the actual yaw rate ω is low... r Greater than the calculated target yaw rate ω s In this case, it indicates that the vehicle is in an oversteer state. At this time, reduce the yaw torque to prevent fishtailing.

[0069] Therefore, when the vehicle is in a state of understeer, the yaw torque M will be... zbrk The yaw torque is distributed to the inner wheels, which generate the required yaw torque through braking; when the vehicle is in an oversteer state, the yaw torque M is... zbrk The torque is distributed to the outer wheel, which generates the required yaw torque through braking.

[0070] According to some alternative embodiments of this application, when the vehicle's motor system includes a distributed four-wheel drive motor, the yaw torque is evenly distributed to the four wheels of the vehicle; when the vehicle's motor system includes a centralized four-wheel drive motor, the vehicle's inter-axle torque is distributed based on the difference between the actual yaw rate and the target yaw rate.

[0071] In some alternative embodiments, where the vehicle's motor system includes a distributed four-wheel drive motor, M is distributed in an average manner. zmot The torque is distributed to four wheels, and each wheel generates the required yaw torque through drive / brake.

[0072] M zmot_fl =-Mzmot / L×r

[0073] M zmot_rl =-M zmot / L×r

[0074] M zmot_fr =M zmot / L×r

[0075] M zmot_rr =M zmot / L×r

[0076] Among them, M zmot_fl M zmot_fl M zmot_fl M zmot_fl These represent the yaw torque requirements for the four wheels, where L is the wheel track and r is the tire rolling radius.

[0077] In vehicles with a motor system including a centralized four-wheel drive motor, inter-axle torque is distributed based on yaw rate deviation to generate indirect yaw torque M, thus altering the vehicle's steering characteristics. The principle of a PID controller is as follows:

[0078] M=K p (ω r -ω s )+K I ∫(ω r -ω s )dt

[0079] Among them, K P K I These are the control coefficients.

[0080] Figure 2 This is a structural diagram of a vehicle control system according to an embodiment of this application, such as... Figure 2 As shown, in this control system, the brake system has an open brake-by-wire interface, which can respond in real time to the single-wheel braking torque demand of the vehicle control system and report the estimated braking torque of each wheel to the vehicle control system. The vehicle control system monitors the vehicle's handling and stability status in real time, calculates the vehicle handling and stability control target, and decomposes the control target into motor torque distribution and wheel-end braking to achieve the vehicle's handling and stability control target. This control system includes a centralized four-wheel drive motor / distributed four-wheel drive motor, a brake system with a brake-by-wire interface, and a vehicle controller / vehicle control system.

[0081] A centralized four-wheel drive motor is a drive system in which the main power motor is mounted in a central position in the vehicle and can provide power to the front and rear axles. This system is commonly used in four-wheel drive vehicles to provide better traction and drive force distribution.

[0082] Distributed four-wheel drive motors refer to a technology in which four drive motors of an electric vehicle are installed on the four wheels of the vehicle, achieving independent four-wheel drive. This technology can improve the handling performance and stability of electric vehicles, increase the vehicle's passability, and flexibly adjust the output power of each motor as needed to achieve higher energy efficiency and power performance.

[0083] use Figure 2 The vehicle control system shown can fully leverage the advantages of the integrated control system of motor system / braking system to achieve complementary and superimposed functions, thereby improving the vehicle's lateral stability performance.

[0084] Figure 4 This is a structural diagram of a vehicle control device according to an embodiment of this application, such as... Figure 4 As shown, the device includes:

[0085] The first determining module 40 is used to acquire vehicle state parameters and road condition parameters, and to determine the target centroid sideslip angular velocity and target yaw angular velocity to characterize the vehicle's steering state based on the vehicle state parameters and road condition parameters.

[0086] Optionally, vehicle state parameters are acquired through multiple sensors inside the vehicle, including at least: lateral acceleration, lateral velocity, longitudinal velocity, yaw rate, center of gravity sideslip angle, and steering wheel angle; based on the vehicle state parameters, road condition parameters are determined, including at least: road surface adhesion coefficient.

[0087] Lateral acceleration is the acceleration a vehicle experiences in the lateral direction, which can also be understood as the acceleration of a vehicle in a curve. Lateral acceleration is the centripetal acceleration of a vehicle in a curve and can be calculated using the vehicle's lateral force and mass. Lateral velocity is the velocity of a vehicle in the lateral direction, which is the velocity of the vehicle in a curve, and can also be understood as the lateral velocity of the vehicle when cornering. Lateral velocity can be calculated using the vehicle's speed and yaw rate. Longitudinal velocity is the velocity of a vehicle in the longitudinal direction, which is the velocity of the vehicle when traveling in a straight line. Yaw rate is the angular velocity of a vehicle rotating around its center of mass, and can also be understood as the angular velocity of the vehicle when cornering. Slip angle is the angle of the vehicle's center of mass relative to its direction of travel in a curve, and can also be understood as the angle of roll of the vehicle's center of mass in a curve.

[0088] The second determining module 42 is used to determine whether the actual yaw rate collected by the vehicle is equal to the target yaw rate when the target centroid sideslip angular velocity is greater than the first preset threshold or less than the second preset threshold.

[0089] According to some alternative embodiments of this application, when the target center of gravity sideslip angular velocity is greater than a first preset threshold, for example, when the target center of gravity sideslip angular velocity is greater than 5 deg / s, it indicates that the vehicle is prone to instability. In order to prevent the vehicle from losing stability, the controller calls the yaw control function to improve the stability of the vehicle by dynamically adjusting the yaw torque. When the target center of gravity sideslip angular velocity is less than a second preset threshold, for example, when the target center of gravity sideslip angular velocity is less than 3 deg / s, it indicates that the vehicle instability has been improved. The controller will exit the yaw control function, and the vehicle will gradually return to the state before the yaw control function intervenes, so as to prevent the function from being accidentally triggered and affecting the overall driving experience.

[0090] Distribution module 44 is used to distribute yaw torque to the vehicle's motor system and braking system when the actual yaw rate is not equal to the target yaw rate.

[0091] The vehicle's electrical system refers to its power system, including components such as the engine, battery, and electric motor. The braking system is the vehicle's safety system, responsible for controlling deceleration and stopping. Both the electrical and braking systems play crucial roles in vehicle operation. The electrical system provides power, enabling the vehicle to move; the braking system ensures the vehicle can safely decelerate and stop. They work closely together to guarantee the normal operation and driving safety of the vehicle.

[0092] Optionally, the vehicle control system distributes the yaw torque to the vehicle's motor system and braking system. The vehicle control system is an on-board electronic control unit used to control various functions and systems of the vehicle. It is one of the core components of the vehicle's electronic control system and is responsible for handling and controlling the vehicle's motion, safety, driving assistance, and entertainment systems.

[0093] The main functions of the vehicle control system include the following: 1. Powertrain control: The vehicle control system can control and manage the vehicle's engine, transmission, and drivetrain. It monitors and adjusts the engine's operating status and detects and controls the transmission's shifting process in real time to improve the vehicle's power performance. 2. Braking system control: The vehicle control system can monitor and control the vehicle's braking and suspension systems, including anti-lock braking systems (ABS) and electronic stability control systems. By detecting information such as wheel speed, direction, and vehicle tilt angle, it adjusts the braking force and suspension system's operating status in real time to improve vehicle handling and safety. 3. Driver assistance system control: The vehicle control system can control and manage various driver assistance systems, such as adaptive cruise control and lane keeping assist. By detecting information such as the distance and speed of obstacles ahead, it adjusts the vehicle's speed and direction in real time to provide a safer and more comfortable driving experience. 4. Entertainment and information system control: The vehicle control system can also control and manage the vehicle's entertainment and information systems, such as navigation and audio systems. It receives and processes information from various sensors and input devices to realize audio, video, and navigation functions, providing a richer driving and riding experience.

[0094] Optionally, when the vehicle is in a non-braking condition, the yaw torque is distributed to the motor system, wherein the motor system reports its own first torque capability, which is determined at least by the current wheel speed and the current input voltage of the motor system; and receives the torque capability sent by the motor system, and if the first value corresponding to the first torque capability is less than the second value corresponding to the yaw torque, the yaw torque is distributed to the braking system.

[0095] Optionally, when the vehicle is in braking condition, the yaw torque is distributed to the braking system, wherein the braking system reports its own second torque capability, wherein the second torque capability is determined at least by the current wheel speed and the current input voltage of the braking system; the second torque capability sent by the braking system is received, and if the third value corresponding to the second torque capability is less than the second value corresponding to the yaw torque, the yaw torque is distributed to the motor system.

[0096] It should be noted that the above Figure 4 The modules in can be program modules (e.g., a set of program instructions that implement a specific function) or hardware modules. For the latter, they can be represented in the following forms, but are not limited to these: each of the above modules is represented by a processor, or the functions of each of the above modules are implemented by a processor.

[0097] It should be noted that, Figure 4 Preferred embodiments of the shown examples can be found in [reference needed]. Figure 1The relevant descriptions of the embodiments shown will not be repeated here.

[0098] Optionally, when the actual yaw rate is not equal to the target yaw rate, the yaw torque is distributed to the vehicle's motor system and braking system, including: when the vehicle is in a non-braking condition, distributing the yaw torque to the motor system, wherein the motor system is used to report its own first torque capability, wherein the first torque capability is determined at least by the current wheel speed and the current input voltage of the motor system; receiving the torque capability sent by the motor system, and distributing the yaw torque to the braking system if a first value corresponding to the first torque capability is less than a second value corresponding to the yaw torque.

[0099] Optionally, when the actual yaw rate is not equal to the target yaw rate, the yaw torque is distributed to the vehicle's motor system and braking system, including: when the vehicle is in braking condition, distributing the yaw torque to the braking system, wherein the braking system reports its own second torque capability, wherein the second torque capability is determined at least by the current wheel speed and the current input voltage of the braking system; receiving the second torque capability sent by the braking system, and distributing the yaw torque to the motor system if the third value corresponding to the second torque capability is less than the second value corresponding to the yaw torque.

[0100] Optionally, if the actual yaw rate is less than the target yaw rate, the yaw torque is distributed to the inner wheels of the vehicle; if the actual yaw rate is not less than the target yaw rate, the yaw torque is distributed to the outer wheels of the vehicle.

[0101] Optionally, if the vehicle's motor system includes a distributed four-wheel drive motor, the yaw torque is evenly distributed to the four wheels of the vehicle; if the vehicle's motor system includes a centralized four-wheel drive motor, the inter-axle torque is distributed based on the difference between the actual yaw rate and the target yaw rate.

[0102] Figure 5 A hardware block diagram of a computer terminal (or mobile device) for implementing a vehicle control method is shown. Figure 5As shown, a computer terminal 50 (or mobile device 50) may include one or more processors 502 (shown as 502a, 502b, ..., 502n in the figure) 502 (processor 502 may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.), a memory 504 for storing data, and a transmission module 506 for communication functions. In addition, it may also include: a display, an input / output interface (I / O interface), a universal serial bus (USB) port (which may be included as one of the ports of a BUS bus), a network interface, a power supply, and / or a camera. Those skilled in the art will understand that... Figure 5 The structure shown is for illustrative purposes only and does not limit the structure of the aforementioned electronic device. For example, computer terminal 50 may also include... Figure 5 The more or fewer components shown, or having the same Figure 5 The different configurations shown.

[0103] It should be noted that the aforementioned one or more processors 502 and / or other data processing circuits are generally referred to herein as "data processing circuits". These data processing circuits may be embodied, in whole or in part, in software, hardware, firmware, or any other combination thereof. Furthermore, the data processing circuits may be a single, independent processing module, or may be integrated, in whole or in part, into any other element within the computer terminal 50 (or mobile device). As described in the embodiments of this application, the data processing circuits serve as a processor control mechanism (e.g., selection of a variable resistor termination path connected to an interface).

[0104] The memory 504 can be used to store software programs and modules of application software, such as the program instructions / data storage device corresponding to the vehicle control method in this embodiment. The processor 502 executes various functional applications and data processing by running the software programs and modules stored in the memory 504, thereby realizing the aforementioned vehicle control method. The memory 504 may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 504 may further include memory remotely located relative to the processor 502, and these remote memories can be connected to the computer terminal 50 via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0105] The transmission module 506 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the communication provider of the computer terminal 50. In one example, the transmission module 506 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission module 506 may be a Radio Frequency (RF) module, used for wireless communication with the Internet.

[0106] The display can be, for example, a touchscreen liquid crystal display (LCD) that allows the user to interact with the user interface of the computer terminal 50 (or mobile device).

[0107] It should be noted here that, in some optional embodiments, the above... Figure 5 The computer device (or electronic device) shown may include hardware elements (including circuitry), software elements (including computer code stored on a computer-readable medium), or a combination of both hardware and software elements. It should be noted that... Figure 5 This is only one instance of a particular specific instance, and is intended to illustrate the types of components that may exist in the aforementioned computer equipment (or electronic equipment).

[0108] It should be noted that, Figure 5 The electronic device shown is used to perform Figure 1 The control method of the vehicle shown above, therefore the relevant explanations in the above command execution method also apply to this electronic device, and will not be repeated here.

[0109] This application also provides a non-volatile storage medium, which includes a stored program, wherein the program, when running, controls the device where the storage medium is located to execute the above-mentioned vehicle control method.

[0110] The non-volatile storage medium performs the following functions: acquiring vehicle state parameters and road condition parameters, and determining, based on the vehicle state parameters and road condition parameters, the target centroid sideslip angular velocity and target yaw angular velocity used to characterize the vehicle's steering state; if the target centroid sideslip angular velocity is greater than a first preset threshold or less than a second preset threshold, determining whether the actual yaw angular velocity collected by the vehicle is equal to the target yaw angular velocity; if the actual yaw angular velocity is not equal to the target yaw angular velocity, distributing the yaw torque to the vehicle's motor system and braking system.

[0111] This application also provides an electronic device, including a memory and a processor, wherein the processor is used to run a program stored in the memory, wherein the program executes the above-described vehicle control method during runtime.

[0112] The processor is used to run programs that perform the following functions: acquire vehicle status parameters and road condition parameters, and determine the target centroid sideslip angular velocity and target yaw angular velocity to characterize the vehicle's steering state based on the vehicle status parameters and road condition parameters; if the target centroid sideslip angular velocity is greater than a first preset threshold or less than a second preset threshold, determine whether the actual yaw angular velocity collected by the vehicle is equal to the target yaw angular velocity; if the actual yaw angular velocity is not equal to the target yaw angular velocity, distribute the yaw torque to the vehicle's motor system and braking system.

[0113] This application also provides a vehicle whose controller is used to perform... Figure 1 The control method of the vehicle shown above is also applicable to the controller of this vehicle, and will not be repeated here.

[0114] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0115] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0116] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0117] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0118] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0119] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to related technologies, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0120] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for controlling a vehicle, characterized in that, include: Acquire vehicle state parameters and road condition parameters, and based on these parameters, determine the target centroid sideslip angular velocity and target yaw angular velocity to characterize the vehicle's steering state. The target centroid sideslip angular velocity is determined based on the lateral acceleration. Lateral velocity Longitudinal velocity and yaw rate The formula for calculating the lateral acceleration of a vehicle is: The formula for calculating the target's center of mass sideslip angular velocity is: ; If the target centroid sideslip angular velocity is greater than a first preset threshold or less than a second preset threshold, determine whether the actual yaw rate collected by the vehicle is equal to the target yaw rate. The actual yaw rate is obtained by a sensor inside the vehicle. When the actual yaw rate is not equal to the target yaw rate, and the vehicle is in a non-braking condition, the yaw torque is allocated to the motor system. The motor system reports its own first torque capability, which is determined at least by the current wheel speed and the current input voltage of the motor system. The system receives the torque capability from the motor system, and if a first value corresponding to the first torque capability is less than a second value corresponding to the yaw torque, the yaw torque is allocated to the braking system. When the vehicle is in a braking condition, the yaw torque is allocated to the braking system. The braking system reports its own second torque capability, which is determined at least by the current wheel speed and the current input voltage of the braking system. The system receives the second torque capability from the braking system, and if a third value corresponding to the second torque capability is less than the second value corresponding to the yaw torque, the yaw torque is allocated to the motor system.

2. The method according to claim 1, characterized in that, Obtain vehicle status parameters and road condition parameters, including: The vehicle state parameters are acquired through multiple sensors inside the vehicle, wherein the vehicle state parameters include at least: the lateral acceleration, the lateral velocity, the longitudinal velocity, the yaw rate, and the steering wheel angle; Based on the vehicle state parameters, the road condition parameters are determined, wherein the road condition parameters include at least the road surface adhesion coefficient.

3. The method according to claim 2, characterized in that, Based on the vehicle state parameters and the road condition parameters, a target yaw rate for characterizing the vehicle's steering state is determined, including: The target yaw rate is determined based on the longitudinal vehicle speed, the vehicle's wheelbase, the steering wheel angle, the lateral acceleration, and the road surface adhesion coefficient.

4. The method according to claim 1, characterized in that, The method further includes: If the actual yaw rate is less than the target yaw rate, the yaw torque is distributed to the inner wheel of the vehicle. When the actual yaw rate is not less than the target yaw rate, the yaw torque is distributed to the outer wheels of the vehicle.

5. The method according to claim 1, characterized in that, The method further includes: In the case where the motor system of the vehicle includes a distributed four-wheel drive motor, the yaw torque is evenly distributed to the four wheels of the vehicle. When the vehicle's motor system includes a centralized four-wheel drive motor, the vehicle's inter-axle torque is distributed based on the difference between the actual yaw rate and the target yaw rate.

6. A vehicle control device, characterized in that, include: The first determining module is used to acquire vehicle state parameters and road condition parameters, and based on the vehicle state parameters and road condition parameters, determine the target centroid sideslip angular velocity and target yaw angular velocity to characterize the vehicle's steering state, wherein the target centroid sideslip angular velocity is determined based on the lateral acceleration. Lateral velocity Longitudinal velocity and yaw rate The formula for the lateral acceleration of a vehicle is: The formula for calculating the target's center of mass sideslip angular velocity is: ; The second determining module is used to determine whether the actual yaw rate collected by the vehicle is equal to the target yaw rate when the target centroid side yaw rate is greater than a first preset threshold or the target centroid side yaw rate is less than a second preset threshold. The actual yaw rate is obtained by a sensor inside the vehicle. The allocation module is configured to allocate yaw torque to the motor system when the actual yaw rate is not equal to the target yaw rate and the vehicle is in a non-braking condition. The motor system is configured to report its own first torque capability, which is determined at least by the current wheel speed and the current input voltage of the motor system. The module also receives the torque capability from the motor system and allocates the yaw torque to the braking system if a first value corresponding to the first torque capability is less than a second value corresponding to the yaw torque. Furthermore, when the vehicle is in a braking condition, the module allocates the yaw torque to the braking system, where the braking system reports its own second torque capability, which is determined at least by the current wheel speed and the current input voltage of the braking system. Finally, the module receives the second torque capability from the braking system and allocates the yaw torque to the motor system if a third value corresponding to the second torque capability is less than the second value corresponding to the yaw torque.

7. A non-volatile storage medium, characterized in that, The non-volatile storage medium includes a stored program, wherein, when the program is executed, it controls the device containing the non-volatile storage medium to perform the vehicle control method according to any one of claims 1 to 5.

8. An electronic device, characterized in that, include: A memory and a processor, the processor being configured to run a program stored in the memory, wherein the program, when running, executes the vehicle control method according to any one of claims 1 to 5.

9. A vehicle, characterized in that, include: The vehicle controller is used to execute the vehicle control method according to any one of claims 1 to 5.

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