Vehicle control methods and related devices

Abstract

A vehicle control method and related apparatus, wherein the method includes: acquiring a first torque, a second torque, and steering parameters of the vehicle, wherein the first torque is the output torque of a first wheel (43), and the second torque is the output torque of a second wheel (44); acquiring a first force and a second force applied by a first tie rod (45) and a second tie rod (46) to both ends of a steering gear (21) respectively, based on the first torque, the second torque, and the steering parameters; calculating the compensation force required by the steering gear based on the first force and the second force; and controlling the steering gear to execute the compensation force.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle control method, system, device, and vehicle. Background Technology

[0002] As the demand for vehicles continues to grow, vehicle structures are also constantly being updated. A key future development trend is to incorporate at least two independent power sources within the vehicle structure to drive each wheel independently, thereby achieving torque vectoring control. Summary of the Invention

[0003] This application provides a vehicle control method, system, device, and vehicle, aiming to improve the problem of poor steering feel in vehicles based on torque vector control.

[0004] On one hand, this application provides a vehicle control method. The vehicle may include a first power source and a second power source, a first wheel driven by the first power source, a second wheel driven by the second power source, a steering gear, and a first tie rod and a second tie rod respectively connected to both ends of the steering gear. The first tie rod can be used to control the steering of the first wheel, and the second tie rod can be used to control the steering of the second wheel. The method may include:

[0005] Obtain the first torque, the second torque, and the vehicle's steering parameters. The first torque is the output torque of the first wheel, and the second torque is the output torque of the second wheel.

[0006] Based on the first torque, the second torque, and the steering parameters, obtain the first force and the second force applied to both ends of the steering gear by the first tie rod and the second tie rod, respectively.

[0007] Calculate the compensation force required by the steering gear based on the first and second forces.

[0008] Control the steering gear to apply compensating force.

[0009] In these embodiments, by obtaining the actual output torque of the first wheel and the second wheel, and combining it with the vehicle's steering parameters, the first force and the second force applied to both ends of the steering gear by the first tie rod and the second tie rod are obtained respectively. Then, the compensation force required by the steering gear is calculated based on the first force and the second force, and finally the steering gear can be controlled to execute the compensation force, thereby realizing the compensation of steering force. This improves or even solves the problem of poor steering feel in torque vector control vehicles in related technologies, and helps to improve the stability of driving control.

[0010] Optionally, calculating the required compensation force for the steering system based on the first and second forces may include:

[0011] Calculate the difference between the first force and the second force;

[0012] Based on the difference, determine the compensation force required for the steering system.

[0013] These embodiments provide optional implementation schemes for calculating the compensation force required by the steering system, which can help to better achieve steering force compensation, improve or even solve the problem of poor steering feel in torque vector control vehicles in related technologies, and help improve the stability of driving control.

[0014] Optionally, determining the required compensation force for the steering system based on the difference may include:

[0015] Acquire at least one real-time operating parameter of the vehicle and the corresponding compensation force limit for each real-time operating parameter. The at least one real-time operating parameter is related to the force on the first wheel and the second wheel or the force on the vehicle steering system, and the compensation force limit is less than the difference.

[0016] When all real-time operating parameters fail to meet the corresponding compensation force limit, the difference is the compensation force.

[0017] When at least one real-time operating parameter satisfies the corresponding compensation force limit condition, the target compensation force limit is the compensation force, and the target compensation force limit is the compensation force limit corresponding to the real-time operating parameter that does not satisfy the compensation force limit condition.

[0018] In these embodiments, the influence of the forces on both sides of the vehicle and the steering system itself is taken into account. By using at least one real-time operating parameter and control logic settings related to the corresponding compensation force limit conditions and compensation force limits, the accuracy of steering force compensation control can be improved, and overshoot or undershoot can be prevented.

[0019] Optionally, when multiple real-time operating parameters meet the corresponding compensation force limit conditions, the minimum target compensation force limit is the compensation force.

[0020] In these embodiments, when multiple target compensation force limits exist, selecting the smallest target compensation force limit as the compensation force required by the steering gear can improve the accuracy of steering force compensation control and enhance the driver's driving stability.

[0021] Optionally, real-time operating parameters may include the vehicle's lateral acceleration, with the compensation force constraint condition being that the lateral acceleration is greater than a lateral acceleration threshold.

[0022] In these embodiments, a target compensation force limit smaller than the difference is used to compensate for the steering force, taking into account the influence of lateral acceleration on the return force, which can improve the accuracy of steering force compensation control, prevent overshoot, and improve the driver's driving control stability.

[0023] Optionally, the real-time operating parameters may include a first slip angle and a second slip angle, where the first slip angle is the slip angle of the first wheel and the second slip angle is the slip angle of the second wheel. The compensation force limiting condition corresponding to the first slip angle and the second slip angle is that the first slip angle is greater than a first angle threshold and the second slip angle is greater than a second angle threshold.

[0024] In these embodiments, based on the Cam circle theory, the situation where the wheel slip angle is large and the longitudinal force of the wheel is limited is taken into account, which can prevent the wheel from providing too much steering force compensation under large slip angles.

[0025] Optionally, the real-time operating parameters may include wheel adhesion parameters, which may include the vehicle's road adhesion coefficient, the first vertical force between the first wheel and the road surface, and the second vertical force between the second wheel and the road surface.

[0026] The compensation force constraint condition corresponding to the wheel adhesion parameter is that the first longitudinal force corresponding to the first torque is greater than the product of the first vertical force and the road adhesion coefficient, and / or the second longitudinal force corresponding to the second torque is greater than the product of the second vertical force and the road adhesion coefficient.

[0027] In these embodiments, the changes in tire vertical force and road surface adhesion coefficient are taken into account, and wheel adhesion parameters are set accordingly so that the actual steering force compensation is consistent with the driving environment conditions. This improves the accuracy of steering force compensation based on actual environmental conditions, helps to improve the steering feel of driving operations, and enhances the stability of driving control.

[0028] Optionally, the steering parameters may include the real-time steering wheel angle; obtaining the first force and the second force applied to both ends of the steering gear by the first tie rod and the second tie rod, respectively, based on the first torque, the second torque, and the steering parameters, may include:

[0029] Obtain the vehicle's steering system model, which is constructed based on the geometric relationship between the first tie rod, the second tie rod, and the steering gear under different steering angles;

[0030] Force decomposition is performed using the first torque, the second torque, and the geometric relationship under real-time steering angle in the steering system model to obtain the first force and the second force.

[0031] In these embodiments, the force can be accurately solved using a model of the steering system, providing data for steering force compensation.

[0032] Optionally, the steering parameters may also include the rate of change of the steering wheel angle. Before performing force decomposition using the first torque, the second torque, and the geometric relationship under real-time steering angle in the steering system model, the method may further include:

[0033] Based on the real-time steering wheel angle and the rate of change of steering angle, the operating status of the vehicle steering system is predicted;

[0034] Force decomposition using the first torque, the second torque, and the geometric relationship under real-time steering angle in the steering system model can include:

[0035] Under the predicted operating conditions, the force decomposition is performed using the first torque, the second torque, and the geometric relationship under the real-time steering angle in the steering system model.

[0036] In these embodiments, force decomposition is performed under the predicted operating conditions of the steering system, taking into account the actual application environment of steering forces, which helps to achieve smoother control.

[0037] Optionally, before performing force decomposition using the first torque, the second torque, and the geometric relationship under real-time steering angle in the steering system model, the method may further include:

[0038] Obtain a first target value and a second target value, where the first target value is the target driving torque of the first wheel and the second target value is the target driving torque of the second wheel.

[0039] Based on the first target value and the second target value, predict the changing trend of the forces applied to both ends of the steering gear by the first tie rod and the second tie rod respectively, and obtain the first trend data;

[0040] Force decomposition using the first torque, the second torque, and the geometric relationship under real-time steering angle in the steering system model can include:

[0041] Force decomposition is performed using the first torque, second torque, first trend data, and the geometric relationship under real-time steering angle in the steering system model.

[0042] In these embodiments, the force decomposition is performed with regard to the trend of force changes, thereby taking into account the force environment changes of the actual steering force and helping to achieve smoother control.

[0043] Optionally, obtaining the first torque and the second torque may include:

[0044] Obtain a first target value, a second target value, the actual driving torque of the first wheel, and the actual driving torque of the second wheel. The first target value is the target driving torque of the first wheel, and the second target value is the target driving torque of the second wheel.

[0045] The first torque is determined based on the first target value and the actual driving torque of the first wheel, and the second torque is determined based on the second target value and the actual driving torque of the second wheel.

[0046] These embodiments provide alternative implementation schemes for obtaining the first torque and the second torque, providing a data basis for subsequently obtaining the forces applied to both ends of the steering gear by the first tie rod and the second tie rod.

[0047] On the other hand, this application provides a vehicle control system. The vehicle may include a first power source and a second power source, a first wheel driven by the first power source, a second wheel driven by the second power source, a steering gear, and a first tie rod and a second tie rod respectively connected to both ends of the steering gear. The first tie rod is used to control the steering of the first wheel, and the second tie rod is used to control the steering of the second wheel. The control system may include:

[0048] The acquisition module is used to acquire the first torque, the second torque, and the vehicle's steering parameters. The first torque is the output torque of the first wheel, and the second torque is the output torque of the second wheel.

[0049] The acquisition module is also used to acquire, based on the first torque, the second torque, and the steering parameters, the first force and the second force applied to the two ends of the steering gear by the first tie rod and the second tie rod, respectively.

[0050] The calculation module is used to calculate the compensation force required by the steering gear based on the first and second forces.

[0051] The control module is used to control the steering gear to perform compensating force.

[0052] Optionally, the calculation module is also used to calculate the difference between the first force and the second force; obtain at least one real-time operating parameter of the vehicle and the compensation force limit corresponding to each real-time operating parameter, wherein at least one real-time operating parameter is related to the force conditions of the first wheel and the second wheel or the force conditions of the vehicle steering system, and the compensation force limit is less than the difference; when all real-time operating parameters do not meet the corresponding compensation force limit conditions, the difference is the compensation force; when at least one real-time operating parameter meets the corresponding compensation force limit conditions, the target compensation force limit is the compensation force, and the target compensation force limit is the compensation force limit corresponding to the real-time operating parameter that does not meet the compensation force limit conditions.

[0053] In another aspect, this application provides a vehicle control device, which may include a processor, a memory, and a program or instructions stored in the memory and executable on the processor. When the program or instructions are executed by the processor, they implement the steps of the vehicle control method as described above.

[0054] Furthermore, this application also provides a vehicle control device configured to perform the steps of the vehicle control method described above.

[0055] Furthermore, this application also provides a vehicle that includes the vehicle control device or the vehicle control system described above.

[0056] In another aspect, this application also provides a readable storage medium on which a program or instructions are stored, which, when executed by a processor, implement the steps of the vehicle control method described above.

[0057] In another aspect, this application also provides a computer program product that can be executed by a processor to implement the steps of the vehicle control method as described above.

[0058] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0059] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on the drawings without creative effort.

[0060] Figure 1 This is a cross-sectional view of the wheel involved in the vehicle control method of this application embodiment.

[0061] Figure 2 This is a force diagram of the steering system of the vehicle control method according to an embodiment of this application.

[0062] Figure 3 This is a flowchart illustrating one embodiment of the vehicle control method of this application.

[0063] Figure 4 This is a force diagram of the steering system involved in the vehicle control method of this application embodiment.

[0064] Figure 5 This is a flowchart illustrating another embodiment of the vehicle control method described in this application.

[0065] Figure 6 This is a flowchart illustrating yet another embodiment of the vehicle control method described in this application.

[0066] Figure 7 This is a flowchart illustrating yet another embodiment of the vehicle control method described in this application.

[0067] Figure 8 This is a flowchart illustrating yet another embodiment of the vehicle control method described in this application.

[0068] Figure 9 This is a flowchart illustrating yet another embodiment of the vehicle control method described in this application.

[0069] Figure 10 This is a schematic diagram of an optional detailed process of S310 in another embodiment of the vehicle control method of this application.

[0070] Figure 11 This is a schematic diagram of an optional module of a vehicle control system according to an embodiment of this application.

[0071] Figure 12 This is a schematic diagram of an optional hardware structure for a vehicle control device according to an embodiment of this application.

[0072] The accompanying drawings are not drawn to scale.

[0073] Explanation of reference numerals in the attached figures:

[0074] 11. Kingpin; 12. Grinding radius;

[0075] 21. Steering gear; 22. Wheel; 23. Steering tie rod;

[0076] 41. First power source; 42. Second power source; 43. First wheel; 44. Second wheel; 45. First lever; 46. Second lever. Detailed Implementation

[0077] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0078] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0079] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0080] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0081] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0082] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0083] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0084] With the development of modern vehicles towards electrification, intelligence, and connectivity, new power source vehicles, represented by electric vehicles, have broken through some of the bottlenecks of traditional internal combustion engine vehicles, providing solutions for many functions that were impossible to achieve in internal combustion engine vehicles.

[0085] Using electric vehicles as an example, similar to traditional internal combustion engine vehicles, current electric vehicles utilize a drive system that uses axle motors to drive either the front or rear axle. However, as described in the background section, with continuous improvements in vehicle structure, decoupling the drive system that jointly drives the left and right wheels, and then using independent power sources to drive each wheel separately—allowing the left and right wheels to output torque independently—will become one of the mainstream development directions for future vehicles. This structure, combined with advanced yaw control strategies, can significantly improve vehicle stability and agility.

[0086] However, during the research and design of the vehicle, the inventors of this application discovered that, compared with vehicles with traditional central differential structures, vehicles based on torque vector control, which at least have front-wheel drive capability, will have a series of steering feel problems. The following is a detailed analysis combining traditional vehicles and vehicles with torque vector control.

[0087] Because traditional axle-driven vehicles have a differential located in the center of the chassis, power can be evenly distributed to the left and right wheels. Therefore, in vehicles with this structure, the torque received by the left and right wheels is always equal. Please see... Figure 1 and Figure 2 After the left and right wheels 22 receive the same torque, this torque will be transmitted to the ground through the tires, thereby causing the left and right wheels 22 to generate driving forces F respectively. L and F R The two driving forces act at the center point O where the tire contacts the ground.

[0088] On the other hand, due to the structural requirements of the steering system, the contact point O′ between the kingpin 11 and the ground is not the same as the center position O of the tire-ground contact point. This creates a scrub radius 12 in the horizontal direction between the center position O and the contact point O′. Influenced by the scrub radius 12, the driving force F of the left and right wheels 22... L and F R A torque M will be generated around the contact point O′ and around the kingpin 11. L and M R .

[0089] For traditional shaft-driven vehicles, due to F L and F R The magnitude is always the same, therefore the torque M L and M R The sizes are also the same. However, the left and right wheels 22 face opposite directions relative to the steering gear 21 (also known as the steering unit), therefore the torque M... L and M R The direction is also opposite, making the torque M L and M R The forces transmitted to the steering gear 21 through the steering tie rod 23 can just cancel each other out.

[0090] Vehicles employing torque vectoring control systems control the torque output of the left and right wheels 22 through independent power sources. In certain situations, this may result in torques of different magnitudes or even opposite directions, corresponding to the driving force F of the left and right wheels 22. L and F RThis will manifest as the two forces no longer being equal in magnitude and opposite in direction at all times. In this case, the torque M L and M R The forces acting on the steering tie rod 23 and ultimately transmitted to the steering gear 21 can no longer cancel each other out. This causes a change in the force on the steering system, resulting in problems such as sudden changes in steering wheel feel, steering wheel kicking, poor steering wheel return performance, and sudden increase in return force. Therefore, vehicles with torque vector control in related technologies have poor steering feel, which affects the stability of vehicle handling.

[0091] To address the aforementioned technical problems, the vehicle control method, system, device, and vehicle provided in the embodiments of this application will be described below. The vehicle control method provided in the embodiments of this application will be introduced first.

[0092] See Figure 3 , Figure 3 A schematic flowchart of an optional embodiment of the vehicle control method according to this application is shown. In this embodiment, the vehicle control method may include the following steps:

[0093] S310, obtain the first torque, the second torque and the vehicle's steering parameters, where the first torque is the output torque of the first wheel and the second torque is the output torque of the second wheel;

[0094] S320: Based on the first torque, the second torque, and the steering parameters, obtain the first force and the second force applied to both ends of the steering gear by the first tie rod and the second tie rod, respectively;

[0095] S330, calculate the compensation force required by the steering gear based on the first and second forces;

[0096] S340 controls the steering gear to apply compensating force.

[0097] The aforementioned vehicles can be front-wheel drive or four-wheel drive vehicles, and they employ a torque vectoring control scheme for propulsion. See also... Figure 4 In this embodiment, the vehicle may include a first power source 41 and a second power source 42, a first wheel 43 corresponding to the first power source 41, a second wheel 44 corresponding to the second power source 42, a steering gear 21, and a first tie rod 45 and a second tie rod 46 respectively connected to both ends of the steering gear 21. The first tie rod 45 can be used to control the steering of the first wheel 43, and the second tie rod 46 can be used to control the steering of the second wheel 44. The first wheel 43 can be driven by the first power source 41, and the second wheel 44 can be driven by the second power source 42.

[0098] The types of the first power source 41 and the second power source 42 can be the same or different. For example, both the first power source 41 and the second power source 42 can be motors. The steering gear 21 can include a rack, and the two ends of the rack can be connected to a first tie rod 45 and a second tie rod 46, respectively. The first tie rod 45 and the second tie rod 46 are steering tie rods. The first tie rod 45 can control the steering of the first wheel 43 on one side of the vehicle by pushing or pulling. Similarly, the second tie rod 46 can control the steering of the second wheel 44 on the other side of the vehicle.

[0099] The entity that executes the vehicle control method can be called a control system / device. This control system can be deployed in a dedicated torque vectoring control system (Torque Vectoring, TV) or drive system in the vehicle, or it can be deployed in other controllers.

[0100] Please continue reading. Figure 4 Initially, the control system can obtain the output torque corresponding to the left and right wheels (i.e., the first wheel 43 and the second wheel 44) from the torque signal processing unit, namely the first torque M. L Second torque M R The vehicle's steering parameters can also be obtained from the vehicle's steering system via an external interface. This is done after obtaining the first torque M. L Second torque M R After obtaining the steering parameters, they can be input to the signal processing unit of the control system.

[0101] For example, the steering parameters mentioned above may include at least one of the steering wheel angle and the steering wheel angular acceleration. In some examples, the vehicle's steering parameters may also include the vehicle's speed during steering and lateral acceleration, etc.

[0102] Please continue reading. Figure 4 The composition and connection structure of the vehicle's drive system and steering system are fixed. During the driving process, the torque vector control achieved by different steering wheel angles and power sources makes the geometric relationship between various linkages, including the rack of the steering gear 21 and the steering tie rods (including the first tie rod 45 and the second tie rod 46), change under different steering wheel angles.

[0103] With the lengths of each linkage fixed, the steering parameters and the first torque M at different times of the vehicle can be used to determine the relationship between these parameters. L Second torque M R The forces exerted by the first wheel 43 and the second wheel 44 on the left and right sides of the vehicle at different times are obtained through the first tie rod 45 and the second tie rod 46 on both ends of the steering gear 21, namely the first force and the second force.

[0104] The difference between the first and second forces is the direct cause of the deviation in the longitudinal force of the tires due to torque vector control of the wheels, resulting in a worse steering feel. Therefore, by obtaining the first and second forces, the compensation force F required to balance the steering gear can be calculated. Comp Therefore, based on the compensation force F Comp The steering gear 21 is controlled to perform, thereby achieving steering force compensation, which improves or even solves the problem of poor steering feel in torque vector control vehicles in related technologies, and helps to improve the stability of driving control.

[0105] This application embodiment obtains the actual output torque of the first wheel and the second wheel, and combines it with the vehicle's steering parameters to obtain the first force and the second force applied to both ends of the steering gear by the first tie rod and the second tie rod, respectively. Then, based on the first force and the second force, it calculates the compensation force required by the steering gear, and finally controls the steering gear to execute the compensation force, thereby realizing the compensation of steering force. This improves or even solves the problem of poor steering feel in torque vector control vehicles in related technologies, and helps to improve the stability of driving control.

[0106] See Figure 5 Based on the above embodiments, another embodiment of the vehicle control method of this application is proposed. In this embodiment, calculating the required compensation force of the steering gear according to the first force and the second force in S330 may include:

[0107] S510, calculate the difference between the first force and the second force;

[0108] S520 determines the required compensation force for the steering system based on the difference.

[0109] It should be noted that the aforementioned compensating force can be the difference between the first and second forces, or the difference between the second and first forces. The direction of the compensating force can be determined based on the magnitude of the difference, i.e., the magnitude of the first and second forces, or based on the output torque of the first and second wheels, etc. Ultimately, as long as the steering feel is improved and the steering return performance is restored through the compensation of the steering force, the problem is solved.

[0110] In other examples, after obtaining the difference, it can be combined with at least one of the following: environmental conditions during vehicle operation, the operating forces of the drive system and / or steering system, and the driver's operation, to obtain the compensation force required for the steering system.

[0111] These embodiments provide optional implementation schemes for calculating the compensation force required by the steering system, which can help to better achieve steering force compensation, improve or even solve the problem of poor steering feel in torque vector control vehicles in related technologies, and help improve the stability of driving control.

[0112] See Figure 6 Based on the above embodiments, another embodiment of the vehicle control method of this application is proposed. In this embodiment, determining the required compensation force of the steering gear according to the difference in S520 may include:

[0113] S610, acquire at least one real-time operating parameter of the vehicle and the compensation force limit value corresponding to each real-time operating parameter, wherein at least one real-time operating parameter is related to the force condition of the first wheel and the second wheel or the force condition of the vehicle steering system, and the compensation force limit value is less than the difference.

[0114] S620, when all real-time operating parameters do not meet the corresponding compensation force limit conditions, the difference is the compensation force;

[0115] S630, when at least one real-time operating parameter satisfies the corresponding compensation force limit condition, the target compensation force limit is the compensation force, and the target compensation force limit is the compensation force limit corresponding to the real-time operating parameter that does not satisfy the compensation force limit condition.

[0116] It should be noted that the imbalance of forces at both ends of the steering gear is caused by the longitudinal force deviation of the wheels. In the actual operation of the vehicle, the force conditions of the first and second wheels on both sides of the vehicle, as well as the force conditions of the steering system itself, will also affect the force at both ends of the steering gear. Therefore, at least one operating parameter and its corresponding compensation force limit and compensation force restriction conditions can be set based on this.

[0117] The compensation force limitation condition can be the condition under which the compensation force needs to be limited. When the real-time operating parameters of the vehicle do not meet the corresponding compensation limitation condition, it indicates that the compensation force does not need to be limited, and using the difference will not cause overshoot; the difference can be directly used as the compensation force. Conversely, it indicates that the vehicle is affected by at least one real-time operating parameter, and directly using the difference as the compensation force will cause overshoot. In this case, the compensation force limit value that requires limitation can be used as the compensation force.

[0118] In these embodiments, the influence of the forces on both sides of the vehicle and the steering system itself is taken into account. By using at least one real-time operating parameter and control logic settings related to the corresponding compensation force limit conditions and compensation force limits, the accuracy of steering force compensation control can be improved, and overshoot or undershoot can be prevented.

[0119] Based on the above embodiments, another embodiment of the vehicle control method of this application is proposed. In this embodiment, when multiple real-time operating parameters meet the corresponding compensation force limit conditions, the minimum target compensation force limit is the compensation force.

[0120] It should be noted that when multiple real-time operating parameters meet the corresponding compensation force limits, there are multiple target compensation force limits. Only by using the smallest target compensation force limit can the influence of all real-time operating parameters that may be detrimental to force balance be taken into account, thereby better realizing the compensation and control of steering force.

[0121] In these embodiments, when multiple target compensation force limits exist, selecting the smallest target compensation force limit as the compensation force required by the steering gear can improve the accuracy of steering force compensation control and enhance the driver's driving stability.

[0122] In another embodiment of the vehicle control method proposed in this application based on the above embodiments, the real-time operating parameters may include the lateral acceleration of the vehicle, and the compensation force limiting condition corresponding to the lateral acceleration is that the lateral acceleration is greater than the lateral acceleration threshold.

[0123] It should be noted that when the lateral acceleration of the vehicle is large, such as when it exceeds the lateral acceleration threshold, the self-centering force of the steering system is often sufficient. Therefore, problems such as poor steering feel and weakened steering self-centering ability caused by the imbalance of forces at both ends of the steering gear are relatively minor, and the compensation force can be appropriately reduced to compensate for the steering force.

[0124] Therefore, in these embodiments, using a target compensation force limit that is smaller than the difference for steering force compensation takes into account the influence of lateral acceleration on the return force, which can improve the accuracy of steering force compensation control, prevent overshoot, and improve the driver's driving control stability.

[0125] In another embodiment of the vehicle control method of this application based on the above embodiments, the real-time operating parameters may include a first side slip angle and a second side slip angle, wherein the first side slip angle is the side slip angle of the first wheel, the second side slip angle is the side slip angle of the second wheel, and the compensation force limiting condition corresponding to the first side slip angle and the second side slip angle is that the first side slip angle is greater than a first angle threshold, and the second side slip angle is greater than a second angle threshold.

[0126] Please refer to Figure 7 According to Kammm's circle theory, given a fixed vertical force on the tire and a certain coefficient of road adhesion, the resultant force of the longitudinal and lateral forces that the tire can obtain is almost fixed. At this point, only the direction of the resultant force can be changed, but the magnitude of the resultant force cannot be changed.

[0127] Based on this, the force changes on the wheels can be monitored by monitoring the slip angles of the first and second wheels (i.e., the first and second slip angles). When the first and second slip angles are very large, for example, both exceeding the corresponding angle thresholds, the longitudinal force that the tires can obtain is limited. In this case, the longitudinal force that the tires can obtain when solving for the applied force can be limited based on the tire characteristics of the first and second wheels and the magnitude of the first and second slip angles, thereby reducing the first and second torques and weakening the overall force difference, preventing excessive compensation for the steering force.

[0128] For example, the target compensation force limit corresponding to the first slip angle and the second slip angle is the difference in force obtained after passing the limit of the longitudinal force of the wheels on both sides of the vehicle. Based on this, the steering force compensation is carried out. It is based on the Kam circle theory and takes into account the situation where the wheel slip angle is large and the wheel longitudinal force is limited. This can prevent the wheel from providing too much steering force compensation under large slip angles.

[0129] In another embodiment of the vehicle control method proposed in this application based on the above embodiments, the real-time operating parameters may include wheel adhesion parameters, which may include the vehicle's road surface adhesion coefficient, the first vertical force between the first wheel and the road surface, and the second vertical force between the second wheel and the road surface.

[0130] The compensation force constraint condition corresponding to the wheel adhesion parameter is that the first longitudinal force corresponding to the first torque is greater than the product of the first vertical force and the road adhesion coefficient, and / or the second longitudinal force corresponding to the second torque is greater than the product of the second vertical force and the road adhesion coefficient.

[0131] It should be noted that the aforementioned embodiments take into account the longitudinal force limitation when the tire vertical force and road adhesion coefficient are determined. However, the actual tire vertical force and adhesion coefficient of a vehicle during driving are affected by multiple factors such as longitudinal acceleration and lateral acceleration.

[0132] This embodiment takes into account the changes in tire vertical force and road surface adhesion coefficient, and sets the wheel adhesion parameters accordingly so that the actual steering force compensation is in line with the driving environment conditions.

[0133] The road adhesion coefficient in the wheel adhesion parameters can be estimated by combining the vehicle's longitudinal acceleration, lateral acceleration, wheel torque, and wheel speed. The vertical forces of the first and second wheels (i.e., the first vertical force and the second vertical force) can be calculated by combining the vehicle's geometric relationship model with the longitudinal and lateral accelerations acting on the vehicle.

[0134] The upper limits of tire adhesion for the first and second wheels can be calculated using the first vertical force, the second vertical force, and the road adhesion coefficient. Specifically, the upper limit of tire adhesion for the first wheel is the product of the first vertical force and the road adhesion coefficient, and the upper limit of tire adhesion for the second wheel is the product of the second vertical force and the road adhesion coefficient.

[0135] When the first longitudinal force corresponding to the first torque is greater than the product of the first vertical force and the road adhesion coefficient, and / or the second longitudinal force corresponding to the second torque is greater than the product of the second vertical force and the road adhesion coefficient, it indicates that the first longitudinal force and / or the second longitudinal force used in the calculation at this time exceed the upper limit of its possible tire adhesion force, which is inconsistent with the actual driving environment and is likely to cause steering force overshoot.

[0136] Therefore, the longitudinal force obtained when the force difference is obtained can be adjusted to the upper limit of the tire adhesion force, and then the target compensation force limit corresponding to the wheel adhesion force parameter can be calculated accordingly, and steering force compensation can be performed accordingly.

[0137] These embodiments take into account the actual environmental conditions during actual vehicle operation, which can improve the accuracy of steering force compensation based on actual environmental conditions, help improve the steering feel of driving operation, and enhance the stability of driving control.

[0138] Based on the above embodiments, another embodiment of the vehicle control method of this application is proposed, wherein the steering parameters may include the real-time steering wheel angle.

[0139] Please refer to Figure 8 In this embodiment, S320, based on the first torque, the second torque, and the steering parameters, obtains the first force and the second force applied to both ends of the steering gear by the first tie rod and the second tie rod, respectively. This may include:

[0140] S810, obtain the vehicle's steering system model, which is constructed based on the geometric relationship between the first tie rod, the second tie rod, and the steering gear under different steering angles;

[0141] S820 uses the first torque, the second torque, and the geometric relationship under real-time steering angle in the steering system model to decompose the force and obtain the first force and the second force.

[0142] The aforementioned steering system model is pre-set before the vehicle leaves the factory and can be obtained through bench testing. It is understandable that, due to the degree of freedom of the vehicle's steering system, the geometric relationships of the various linkages within the steering system change at different steering wheel angles. Since the lengths of each linkage are fixed, when the steering angle is determined, the included angles between the linkages can also be determined. Therefore, through force decomposition, the lateral forces applied to both ends of the steering gear by the steering tie rods, i.e., the first and second forces, can be obtained.

[0143] In other embodiments, tests can be performed beforehand for different steering wheel angles to obtain the lateral forces of the first and second wheels under different steering wheel angles and wheel torques. The forces of the first and second wheels under different steering wheel angles and torques can be saved as a mapping table, and the first and second forces can be obtained later by looking up the table.

[0144] In these embodiments, the force can be accurately solved using a model of the steering system, providing data for steering force compensation.

[0145] Please refer to Figure 9 Based on the above embodiments, another embodiment of the vehicle control method of this application is proposed. In this embodiment, the steering parameters may further include the rate of change of the steering wheel angle.

[0146] In this embodiment, before performing force decomposition using the first torque, the second torque, and the geometric relationship under real-time steering angle in the steering system model in S820, it may further include:

[0147] The S910 predicts the operating status of the vehicle's steering system based on the real-time steering wheel angle and the rate of change of steering angle.

[0148] In S820, force decomposition is performed using the first torque, the second torque, and the geometric relationship under real-time steering angle in the steering system model. This can include:

[0149] The S920, under the predicted operating conditions, decomposes the forces using the first torque, the second torque, and the geometric relationship under the real-time steering angle in the steering system model.

[0150] It should be noted that by combining the rate of change of the steering wheel angle with the current real-time steering angle, the trend of the steering system can be analyzed, thereby predicting the current operating state of the vehicle's steering system. Force decomposition is then performed under the predicted steering system operating state, taking into account the actual application environment of steering forces, which helps to achieve smoother control.

[0151] Based on the above embodiments, another embodiment of the vehicle control method of this application is proposed. In this embodiment, before the force decomposition in S920 using the first torque, the second torque, and the geometric relationship under the real-time steering angle in the steering system model, the method may further include:

[0152] Obtain a first target value and a second target value, where the first target value is the target driving torque of the first wheel and the second target value is the target driving torque of the second wheel; based on the first target value and the second target value, predict the changing trend of the forces applied to both ends of the steering gear by the first tie rod and the second tie rod respectively, and obtain the first trend data.

[0153] At this point, the force decomposition in S820 using the first torque, the second torque, and the geometric relationship under the real-time steering angle in the steering system model can include: using the first torque, the second torque, the first trend data, and the geometric relationship under the real-time steering angle in the steering system model to decompose the force.

[0154] The first and second target values ​​mentioned above can be directly read from the torque vector control system. Then, the read first and second target values ​​can be input into the steering system model. The steering system model is used to predict the changing trends of the first and second forces to obtain the first trend data. Then, based on the aforementioned embodiment, the force decomposition is performed with reference to the first trend data.

[0155] In some examples, the above-described force decomposition scheme under the predicted operating state of the steering system can be combined with this embodiment.

[0156] In these embodiments, the force decomposition is performed with regard to the trend of force changes, thereby taking into account the force environment changes of the actual steering force and helping to achieve smoother control.

[0157] In other embodiments, the force transmission efficiency of the steering system can be obtained through bench testing before leaving the factory. For example, this transmission efficiency may include the loss of force transmission due to the resistance within the steering ball joint. When performing force decomposition using the steering system model, the obtained transmission efficiency can be input into the steering system model, thereby obtaining a first and second force that more closely matches the actual steering force situation.

[0158] Please refer to Figure 10 Based on the above embodiments, another embodiment of the vehicle control method of this application is proposed. In this embodiment, obtaining the first torque, the second torque, and the vehicle steering parameters in S310 may include:

[0159] S1010, obtain the first target value, the second target value, the actual driving torque of the first wheel and the actual driving torque of the second wheel, where the first target value is the target driving torque of the first wheel and the second target value is the target driving torque of the second wheel.

[0160] S1020, determine the first torque based on the first target value and the actual driving torque of the first wheel, and determine the second torque based on the second target value and the actual driving torque of the second wheel.

[0161] S1030, obtain the vehicle's steering parameters.

[0162] The above-mentioned S1030 can be executed before or after S1010, or after S1020, or simultaneously with the aforementioned steps.

[0163] The first and second target values ​​can be directly read from the torque vector control system, and can also be received from the vehicle controller (also known as the vehicle control unit) as the actual driving torque of the first wheel and the actual driving torque of the second wheel. Having obtained the first target value and the actual driving torque of the first wheel, as well as the second target value and the actual driving torque of the second wheel, the torque signal processing unit can determine the output torque of the first wheel and the output torque of the second wheel. The control system can then obtain the output torque of the first wheel and the output torque of the second wheel from the torque signal processing unit.

[0164] In some embodiments, the method by which the torque signal processing unit obtains the output torque can be configured according to the installation method of different power sources. When the first power source and the second power source are power sources configured on the wheel hub, for example, when the first power source and the second power source are wheel hub motors, the first power source is directly connected to the first wheel, and the second power source is directly connected to the second wheel. In this case, the torque output by the power source is the output torque of the wheel.

[0165] Please continue reading. Figure 4 When the first power source 41 and the second power source 42 are power sources configured at the wheel, such as wheel-side motors, the output torque of the first power source 41 and the second power source 42 may be inconsistent when transmitted to the wheel through the half-shaft. This is because the included angle of the universal joint cage on the drive shaft is inconsistent from left to right during vehicle steering.

[0166] Even with symmetrical wheel-side power sources, this situation can still occur because, to achieve good steering performance, the steering angles of the left and right wheels are unequal; typically, the wheel on the inside of the bend has a larger steering angle, while the wheel on the outside has a smaller steering angle. This results in unequal angles between the universal joint cages of the left and right drive shafts, corresponding to... Figure 4 That is, θ L ≠θ R This angle affects the efficiency of torque transmission from the power source to the wheels.

[0167] Therefore, in some embodiments, the transmission efficiency of the universal joint cage at different angles can be obtained through bench testing. The kinematic model of the vehicle transmission system and the steering angle relationship model of the left and right wheels are added to the torque signal processing unit. The included angle at each universal joint cage of the drive shaft is obtained through the model, and the actual output torque of the left wheel and the output torque of the right wheel are solved based on the transmission efficiency data of the universal joint cage.

[0168] These embodiments provide alternative implementation schemes for obtaining the first torque and the second torque, providing a data basis for subsequently obtaining the forces applied to both ends of the steering gear by the first tie rod and the second tie rod.

[0169] The above Figures 1 to 10 The embodiments of the vehicle control method of this application have been described in detail. The control system and device of the vehicle of this application will be described later.

[0170] See Figure 11 In one embodiment of the vehicle control system of this application, the vehicle may include a first power source and a second power source, a first wheel driven by the first power source, a second wheel driven by the second power source, a steering gear, and a first tie rod and a second tie rod respectively connected to both ends of the steering gear. The first tie rod is used to control the steering of the first wheel, and the second tie rod is used to control the steering of the second wheel. The control system may be, for example, a torque vector control system. The vehicle control system may include:

[0171] The acquisition module 1110 can be used to acquire the first torque, the second torque, and the vehicle's steering parameters. The first torque is the output torque of the first wheel, and the second torque is the output torque of the second wheel.

[0172] The acquisition module 1110 can also be used to acquire, based on the first torque, the second torque, and the steering parameters, the first force and the second force applied to both ends of the steering gear by the first tie rod and the second tie rod, respectively.

[0173] The calculation module 1120 can be used to calculate the compensation force required by the steering gear based on the first force and the second force.

[0174] The control module 1130 can be used to control the steering gear to perform compensating force.

[0175] In some embodiments, the calculation module 1120 can be used to calculate the difference between the first force and the second force; and determine the compensation force required by the steering gear based on the difference.

[0176] In other embodiments, the calculation module 1120 can be used to obtain at least one real-time operating parameter of the vehicle and a compensation force limit value corresponding to each real-time operating parameter. The at least one real-time operating parameter is related to the force conditions of the first wheel and the second wheel or the force conditions of the vehicle steering system, and the compensation force limit value is less than the difference. When all real-time operating parameters do not meet the corresponding compensation force limit conditions, the difference is the compensation force. When at least one real-time operating parameter meets the corresponding compensation force limit conditions, the target compensation force limit value is the compensation force, and the target compensation force limit value is the compensation force limit value corresponding to the real-time operating parameter that does not meet the compensation force limit conditions.

[0177] In some other embodiments, when multiple real-time operating parameters meet the corresponding compensation force limit conditions, the minimum target compensation force limit is the compensation force.

[0178] In some other embodiments, the real-time operating parameters may include the lateral acceleration of the vehicle, with the compensation force constraint corresponding to the lateral acceleration being greater than a lateral acceleration threshold.

[0179] In some other embodiments, the real-time operating parameters may include a first slip angle and a second slip angle, wherein the first slip angle is the slip angle of the first wheel and the second slip angle is the slip angle of the second wheel, and the compensation force limiting condition corresponding to the first slip angle and the second slip angle is that the first slip angle is greater than a first angle threshold and the second slip angle is greater than a second angle threshold.

[0180] In some other embodiments, the real-time operating parameters may include wheel adhesion parameters, which may include the vehicle's road adhesion coefficient, a first vertical force between the first wheel and the road surface, and a second vertical force between the second wheel and the road surface.

[0181] The compensation force constraint condition corresponding to the wheel adhesion parameter is that the first longitudinal force corresponding to the first torque is greater than the product of the first vertical force and the road adhesion coefficient, and / or the second longitudinal force corresponding to the second torque is greater than the product of the second vertical force and the road adhesion coefficient.

[0182] In some other embodiments, the steering parameters may include the real-time steering wheel angle;

[0183] The acquisition module can be used to acquire the vehicle's steering system model. The steering system model is constructed based on the geometric relationship between the first tie rod, the second tie rod, and the steering gear under different steering angles. The force decomposition is performed using the first torque, the second torque, and the geometric relationship under real-time steering angles in the steering system model to obtain the first force and the second force.

[0184] In some other embodiments, the steering parameters also include the rate of change of the steering wheel angle;

[0185] The control system may also include:

[0186] The prediction module can be used to predict the operating status of the vehicle steering system based on the real-time steering wheel angle and the rate of change of steering angle.

[0187] The acquisition module 1110 can also be used to decompose the force under the predicted operating conditions by utilizing the geometric relationship between the first torque, the second torque, and the real-time steering angle in the steering system model.

[0188] In some other embodiments,

[0189] The control system may also include:

[0190] The prediction module acquires a first target value and a second target value, where the first target value is the target driving torque of the first wheel and the second target value is the target driving torque of the second wheel; based on the first target value and the second target value, it predicts the changing trend of the forces applied to both ends of the steering gear by the first tie rod and the second tie rod respectively, and obtains the first trend data.

[0191] The acquisition module 1110 can also be used to decompose the force using the first torque, the second torque, the first trend data, and the geometric relationship under the real-time steering angle in the steering system model.

[0192] In some embodiments, the acquisition module 1110 can also be used to acquire a first target value, a second target value, the actual driving torque of the first wheel and the actual driving torque of the second wheel, wherein the first target value is the target driving torque of the first wheel and the second target value is the target driving torque of the second wheel; and determine a first torque based on the first target value and the actual driving torque of the first wheel, and determine a second torque based on the second target value and the actual driving torque of the second wheel.

[0193] Figure 12 A schematic diagram of the hardware structure of a vehicle control device according to an embodiment of this application is shown. The vehicle control device may include a processor 1201 and a memory 1202 storing computer program instructions.

[0194] Specifically, the processor 1201 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0195] Memory 1202 may include mass storage for data or instructions. For example, and not limitingly, memory 1202 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 1202 may include removable or non-removable (or fixed) media. Where appropriate, memory 1202 may be internal or external to a device. In a particular embodiment, memory 1202 is a non-volatile solid-state memory.

[0196] In certain embodiments, the memory may include read-only memory (ROM), random access memory (RAM), disk storage media devices, optical storage media devices, flash memory devices, and electrical, optical, or other physical / tangible memory storage devices. Thus, typically, the memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the methods according to one aspect of this disclosure.

[0197] The processor 1201 reads and executes computer program instructions stored in the memory 1202 to implement any of the vehicle control methods in the above embodiments.

[0198] In one example, the vehicle's control unit may further include a communication interface 1203 and a bus 1209. For example, Figure 12 As shown, the processor 1201, memory 1202, and communication interface 1203 are connected through bus 1209 and complete communication with each other.

[0199] The communication interface 1203 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0200] Bus 1209 includes hardware, software, or both, that couples components of a device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 1209 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, any suitable bus or interconnect is contemplated herein.

[0201] The vehicle control device can execute the vehicle control method in the embodiments of this application, thereby realizing the vehicle control method described in conjunction with the above embodiments.

[0202] Furthermore, in conjunction with the vehicle control methods in the above embodiments, this application embodiment can provide a computer storage medium for implementation. This computer storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the vehicle control methods in the above embodiments.

[0203] In addition, this application also provides a vehicle that includes the control device or control system of the vehicle described in the above embodiments.

[0204] In addition, this application also provides a computer program product, including a computer program, which, when executed by a processor, can implement the steps and corresponding content of the aforementioned method embodiments.

[0205] Although this application has been described with reference to preferred embodiments, various modifications can be made thereto and components can be replaced with equivalents without departing from the scope of this application. In particular, the technical features mentioned in the various embodiments can be combined in any manner, provided there is no structural conflict. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A method for controlling a vehicle, characterized in that, The vehicle includes a first power source and a second power source, a first wheel driven by the first power source, a second wheel driven by the second power source, a steering gear, and a first tie rod and a second tie rod respectively connected to both ends of the steering gear. The first tie rod is used to control the steering of the first wheel, and the second tie rod is used to control the steering of the second wheel. The method includes: Obtain a first torque, a second torque, and the steering parameters of the vehicle, wherein the first torque is the output torque of the first wheel, and the second torque is the output torque of the second wheel; Based on the first torque, the second torque, and the steering parameters, obtain the first force and the second force applied by the first tie rod and the second tie rod to both ends of the steering gear, respectively. Calculate the compensation force required by the steering system based on the first force and the second force; Control the steering gear to apply the compensating force.

2. The method according to claim 1, characterized in that, The step of calculating the compensation force required by the steering gear based on the first force and the second force includes: Calculate the difference between the first force and the second force; Based on the difference, the required compensation force for the steering gear is determined.

3. The method according to claim 2, characterized in that, Determining the required compensation force for the steering gear based on the difference includes: At least one real-time operating parameter of the vehicle and a compensation force limit value corresponding to each real-time operating parameter are obtained. At least one real-time operating parameter is related to the force on the first wheel and the second wheel or the force on the vehicle steering system. The compensation force limit value is less than the difference. When none of the real-time operating parameters meet the corresponding compensation force limit, the difference is the compensation force; When at least one of the real-time operating parameters satisfies the corresponding compensation force limit condition, the target compensation force limit is the compensation force, and the target compensation force limit is the compensation force limit corresponding to the real-time operating parameter that does not satisfy the compensation force limit condition.

4. The method according to claim 3, characterized in that, When multiple real-time operating parameters satisfy the corresponding compensation force limit conditions, the minimum target compensation force limit value is the compensation force.

5. The method according to claim 3, characterized in that, The real-time operating parameters include the lateral acceleration of the vehicle, and the compensation force limit condition corresponding to the lateral acceleration is that the lateral acceleration is greater than the lateral acceleration threshold.

6. The method according to claim 3, characterized in that, The real-time operating parameters include a first slip angle and a second slip angle. The first slip angle is the slip angle of the first wheel, and the second slip angle is the slip angle of the second wheel. The compensation force limiting conditions corresponding to the first slip angle and the second slip angle are that the first slip angle is greater than a first angle threshold and the second slip angle is greater than a second angle threshold.

7. The method according to claim 3, characterized in that, The real-time operating parameters include wheel adhesion parameters, which include the vehicle's road surface adhesion coefficient, the first vertical force between the first wheel and the road surface, and the second vertical force between the second wheel and the road surface. The compensation force limiting condition corresponding to the wheel adhesion parameter is that the first longitudinal force corresponding to the first torque is greater than the product of the first vertical force and the road surface adhesion coefficient, and / or, the second longitudinal force corresponding to the second torque is greater than the product of the second vertical force and the road surface adhesion coefficient.

8. The method according to claim 1, characterized in that, The steering parameters include the real-time steering wheel angle; obtaining the first force and the second force applied to both ends of the steering gear by the first tie rod and the second tie rod respectively, based on the first torque, the second torque, and the steering parameters, includes: Obtain the steering system model of the vehicle, which is constructed based on the geometric relationship between the first tie rod, the second tie rod and the steering gear under different steering angles; Force decomposition is performed using the first torque, the second torque, and the geometric relationship under the real-time steering angle in the steering system model to obtain the first force and the second force.

9. The method according to claim 8, characterized in that, The steering parameters also include the rate of change of the steering wheel angle. Before performing force decomposition using the first torque, the second torque, and the geometric relationship under the real-time steering angle in the steering system model, the method further includes: Based on the real-time steering angle and the rate of change of the steering angle of the steering wheel, the operating status of the vehicle steering system is predicted; The force decomposition using the first torque, the second torque, and the geometric relationship under the real-time steering angle in the steering system model includes: Under the predicted operating conditions, force decomposition is performed using the first torque, the second torque, and the geometric relationship under the real-time steering angle in the steering system model.

10. The method according to claim 8, characterized in that, Before performing force decomposition using the first torque, the second torque, and the geometric relationship under the real-time steering angle in the steering system model, the method further includes: Obtain a first target value and a second target value, wherein the first target value is the target driving torque of the first wheel and the second target value is the target driving torque of the second wheel; Based on the first target value and the second target value, predict the changing trend of the forces applied to both ends of the steering gear by the first tie rod and the second tie rod respectively, and obtain the first trend data; The force decomposition using the first torque, the second torque, and the geometric relationship under the real-time steering angle in the steering system model includes: Force decomposition is performed using the first torque, the second torque, the first trend data, and the geometric relationship under the real-time steering angle in the steering system model.

11. The method according to claim 1, characterized in that, The acquisition of the first torque and the second torque includes: Obtain a first target value, a second target value, the actual driving torque of the first wheel, and the actual driving torque of the second wheel, wherein the first target value is the target driving torque of the first wheel, and the second target value is the target driving torque of the second wheel; The first torque is determined based on the first target value and the actual driving torque of the first wheel, and the second torque is determined based on the second target value and the actual driving torque of the second wheel.

12. A vehicle control device, characterized in that, It includes a processor, a memory, and a program or instructions stored in the memory and executable on the processor, wherein the program or instructions, when executed by the processor, implement the steps of the vehicle control method as described in any one of claims 1 to 11.

13. A vehicle control system, characterized in that, The vehicle includes a first power source and a second power source, a first wheel driven by the first power source, a second wheel driven by the second power source, a steering gear, and a first tie rod and a second tie rod respectively connected to both ends of the steering gear. The first tie rod is used to control the steering of the first wheel, and the second tie rod is used to control the steering of the second wheel. The control system includes: The acquisition module is used to acquire a first torque, a second torque, and the steering parameters of the vehicle, wherein the first torque is the output torque of the first wheel, and the second torque is the output torque of the second wheel; The acquisition module is further configured to acquire, based on the first torque, the second torque, and the steering parameters, the first force and the second force applied by the first tie rod and the second tie rod to both ends of the steering gear, respectively; A calculation module is used to calculate the compensation force required by the steering gear based on the first force and the second force. A control module is used to control the steering gear to perform the compensation force.

14. The control system according to claim 13, characterized in that, The calculation module is further configured to calculate the difference between the first force and the second force; obtain at least one real-time operating parameter of the vehicle and a compensation force limit corresponding to each real-time operating parameter, wherein at least one real-time operating parameter is related to the force conditions of the first wheel and the second wheel or the force conditions of the vehicle steering system, and the compensation force limit is less than the difference; when none of the real-time operating parameters meet the corresponding compensation force limit conditions, the difference is the compensation force; When at least one of the real-time operating parameters satisfies the corresponding compensation force limit condition, the target compensation force limit is the compensation force, and the target compensation force limit is the compensation force limit corresponding to the real-time operating parameter that does not satisfy the compensation force limit condition.

15. A vehicle, characterized in that, The vehicle includes the vehicle control device of claim 12, or the vehicle includes the vehicle control system of claim 13 or 14.

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