Vehicle control method, vehicle, electronic device, and computer-readable storage medium

Abstract

The present application provides a vehicle control method, a vehicle, an electronic device and a computer-readable storage medium, wherein the method comprises: calculating the actual yaw rate gradient by a pre-control module to obtain a first control wheel end torque; outputting a second control wheel end torque by an operation control module pre-deployed in the vehicle, the second control wheel end torque being zero; calculating the desired yaw rate difference, and calculating the torque intervention value by the operation control module from the desired yaw rate difference moment, and updating the second control wheel end torque from zero to the torque intervention value; the first control wheel end torque is less than the torque intervention value and greater than zero; taking the largest of the first control wheel end torque and the second control wheel end torque as the target control wheel end torque, and pressurizing the vehicle wheel end of the vehicle based on the target control wheel end torque. The present application can effectively control the stability of the vehicle and ensure the safety of vehicle operation. The present application relates to the field of vehicle technology.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle control method, a vehicle, an electronic device and a computer-readable storage medium. Background Art

[0002] The VDC (Vehicle Dynamics Control) control system has been applied to smart cars. During the driver's steering process or in an emergency, the VDC control system can quickly realize the driver's expected steering, greatly ensuring the stability of the vehicle and thus ensuring the driver's driving safety.

[0003] At present, the VDC control system generally performs negative feedback control only after the vehicle has a large dynamic state, suppressing the vehicle from oversteering, so as to reduce dangerous situations such as tail-spinning, and avoid endangering the driver, passengers and surrounding vehicles. However, when negative feedback control is performed, the vehicle has basically oversteering, which not only has poor stability control for the vehicle, but also cannot guarantee the effectiveness of stability control.

[0004] In summary, the technical problems existing in the relevant technologies need to be improved. Summary of the invention

[0005] The purpose of this application is to solve one of the technical problems existing in the related art to at least a certain extent.

[0006] The main purpose of the embodiments of the present application is to propose a vehicle control method, a vehicle, an electronic device and a computer-readable storage medium, wherein the method can effectively control the stability of the vehicle and ensure the safe operation of the vehicle.

[0007] To achieve the above object, one aspect of an embodiment of the present application provides a vehicle control method, the method comprising:

[0008] Obtaining the actual vehicle speed, actual steering wheel angle, actual vehicle yaw rate and actual yaw rate gradient of the vehicle;

[0009] Starting a pre-control module pre-deployed in the vehicle, and performing a first torque calculation on the actual yaw rate gradient through the pre-control module to obtain a first controlled wheel-end torque; wherein the pre-control module is used to start when the actual yaw rate gradient is greater than a preset gradient threshold;

[0010] Outputting a second controlled wheel-end torque by an operation control module pre-deployed in the vehicle, wherein the second controlled wheel-end torque is zero;

[0011] Calculating an expected yaw rate difference according to the actual vehicle speed, the actual steering wheel angle and the actual vehicle yaw rate;

[0012] Performing a second torque calculation on the desired yaw rate difference through the operation control module to obtain a torque intervention value, and updating the second control wheel end torque from zero to the torque intervention value; wherein the first control wheel end torque is less than the torque intervention value and the first control wheel end torque is greater than zero;

[0013] The largest of the first control wheel end torque and the second control wheel end torque is used as a target control wheel end torque, and the vehicle wheel end of the vehicle is pressurized based on the target control wheel end torque.

[0014] In addition, a vehicle control method according to the above embodiment of the present application may also have the following additional technical features:

[0015] In some embodiments, the starting of a pre-control module pre-deployed in the vehicle includes:

[0016] Comparing the actual yaw angular velocity gradient with a preset gradient threshold;

[0017] If the actual yaw rate gradient is greater than the gradient threshold, comparing the actual vehicle speed with a preset speed threshold;

[0018] If the actual vehicle speed is greater than the speed threshold, the actual steering wheel angle is compared with a preset angle threshold;

[0019] If the steering wheel angle is greater than the angle threshold, the pre-control module is started.

[0020] In some embodiments, taking the maximum of the first control wheel end torque and the second control wheel end torque as the target control wheel end torque includes:

[0021] outputting the first controlled wheel end torque to an arbitration module pre-deployed in the vehicle through the pre-control module;

[0022] continuously outputting the second control wheel end torque to the arbitration module through the operation control module;

[0023] If the second control wheel end torque is zero, determining through the arbitration module that the first control wheel end torque is greater than the second control wheel end torque, and using the first control wheel end torque as the target control wheel end torque;

[0024] If the second control wheel end torque is the torque intervention amount, the arbitration module determines that the first control wheel end torque is less than the second control wheel end torque, and uses the second control wheel end torque as the target control wheel end torque.

[0025] In some embodiments, the step of charging a wheel end of the vehicle based on the target controlled wheel end torque comprises:

[0026] Outputting the target controlled wheel-end torque to a wheel-end torque distribution module pre-deployed in the vehicle through the arbitration module;

[0027] Performing braking calculation on the target controlled wheel-end torque through the wheel-end torque distribution module to obtain a braking torque value of the vehicle wheel end, and outputting the braking torque value to a hydraulic module pre-deployed in the vehicle;

[0028] The vehicle wheel end is pressurized with the braking torque value via the hydraulic module.

[0029] In some embodiments, the braking torque value includes a first braking torque value and a second braking torque value;

[0030] The step of pressurizing the vehicle wheel end with the braking torque value by the hydraulic module comprises:

[0031] Performing a first pressurization on the vehicle wheel end with the first braking torque value by the hydraulic module to obtain a pre-pressurization value;

[0032] If the pre-charge pressure value is greater than a preset charge pressure threshold, shutting down the pre-control module;

[0033] The vehicle wheel end is second-pressurized by the hydraulic module with the second braking torque value.

[0034] In some embodiments, the first charging of the vehicle wheel end with the first braking torque value by the hydraulic module includes:

[0035] Acquiring a braking torque value gradient through the hydraulic module; wherein the braking torque value gradient is obtained by calculating the gradient of the first control wheel end torque by the wheel end torque distribution module;

[0036] The vehicle wheel end is first pressurized by the hydraulic module with the first braking torque value and the braking torque value gradient.

[0037] In some embodiments, the starting of a pre-control module pre-deployed in the vehicle and performing a first torque calculation on the actual yaw rate gradient by the pre-control module to obtain a first control wheel end torque includes:

[0038] Starting a pre-control module pre-deployed in the vehicle, and obtaining a pre-control torque coefficient through the pre-control module;

[0039] The actual yaw rate gradient is multiplied by the pre-control torque coefficient by the pre-control module to obtain the first control wheel end torque.

[0040] In some embodiments, performing a second torque calculation on the desired yaw rate difference by the operation control module to obtain a torque intervention value includes:

[0041] If the desired yaw angular velocity difference is greater than a preset difference threshold, the operation control module performs a gradient calculation on the desired yaw angular velocity difference to obtain an angular velocity difference gradient;

[0042] The operation control module is used to obtain a difference between an expected center-of-mass sideslip angle of a vehicle body and an actual side slip angle of the vehicle body, and a difference is calculated between the expected center-of-mass sideslip angle of the vehicle body and the actual side slip angle of the vehicle body to obtain a side slip angle difference;

[0043] The operation control module performs weighted summation on the angular velocity difference, the angular velocity difference gradient and the sideslip angle difference to obtain the torque intervention value.

[0044] In some embodiments, before starting the pre-control module pre-deployed in the vehicle, the method further includes:

[0045] Acquiring the slipperiness of a road surface on which the vehicle is traveling; the slipperiness of a road surface indicates the slipperiness of a road surface on which the vehicle is traveling;

[0046] Determining a road friction coefficient based on the wetness of the driving road surface;

[0047] The gradient threshold is calculated based on the road surface friction coefficient.

[0048] In some embodiments, obtaining the slipperiness of the road surface on which the vehicle is traveling includes:

[0049] Acquiring driving environment information of the vehicle, wherein the driving environment information includes road type information and weather condition information;

[0050] The slipperiness of the driving road surface is determined based on the road surface type information and the weather condition information.

[0051] To achieve the above object, another aspect of an embodiment of the present application provides a vehicle, the vehicle comprising:

[0052] A sensor module, used to obtain the actual vehicle speed, actual steering wheel angle, actual vehicle yaw rate and actual yaw rate gradient;

[0053] A pre-control module, configured to perform a first torque calculation on the actual yaw rate gradient to obtain a first controlled wheel-end torque; wherein the pre-control module is activated when the actual yaw rate gradient is greater than a preset gradient threshold;

[0054] An operation control module is used to output a second control wheel end torque, wherein the second control wheel end torque is zero;

[0055] a calculation module, configured to calculate an expected yaw rate difference according to the actual vehicle speed, the actual steering wheel angle and the actual vehicle yaw rate;

[0056] The operation control module is further used to perform a second torque calculation on the desired yaw rate difference to obtain a torque intervention value, and update the second control wheel end torque from zero to the torque intervention value; wherein the first control wheel end torque is less than the torque intervention value and greater than zero, and the second control wheel end torque is output by the operation control module;

[0057] an arbitration module, configured to take the maximum of the first control wheel end torque and the second control wheel end torque as a target control wheel end torque;

[0058] A hydraulic module is used to pressurize the vehicle wheel ends of the vehicle based on the target controlled wheel end torque.

[0059] To achieve the above-mentioned purpose, another aspect of an embodiment of the present application provides an electronic device, the electronic device comprising a memory and a processor, the memory storing a computer program, and the processor implementing the above-mentioned method when executing the computer program.

[0060] To achieve the above objective, another aspect of an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method described above is implemented.

[0061] The embodiments of the present application include at least the following beneficial effects:

[0062] The present application provides a vehicle control method, a vehicle, an electronic device and a computer-readable storage medium, wherein the vehicle control method, in addition to obtaining the actual vehicle speed, the actual steering wheel angle and the actual vehicle yaw rate during the vehicle control process, also obtains the actual yaw rate gradient. When the actual yaw rate gradient of the vehicle is greater than a preset gradient threshold, a pre-control module is started, and the pre-control module calculates the actual yaw rate gradient to obtain a first control wheel end torque. A second control wheel end torque is output by an operation control module pre-deployed in the vehicle, and the second control wheel end torque is zero. According to the actual vehicle speed, the actual steering wheel angle and the actual vehicle yaw rate, an expected yaw rate difference is calculated. Then, the operation control module of the vehicle performs a second torque calculation on the expected yaw rate difference to obtain a torque intervention value, and the second control wheel end torque output by the operation control module is updated from zero to the torque intervention value. Since the time when the operation control module calculates the torque intervention value is later than the time when the pre-control module calculates the first control wheel end torque, before the update, the first control wheel end torque is greater than the second control wheel end torque, and after the update, the first control wheel end torque is less than the second control wheel end torque. Finally, the largest of the first control wheel end torque and the second control wheel end torque is used as the target control wheel end torque, and the vehicle wheel end of the vehicle is pressurized based on the target control wheel end torque, that is, the vehicle wheel end of the vehicle is first pressurized for the first stage based on the target control wheel end torque as the first control wheel end torque, and then the vehicle wheel end of the vehicle is pressurized for the second stage based on the target control wheel end torque as the second control wheel end torque. The method adopted in the embodiment of the present application is to pre-pressurize the wheel end (that is, pressurize with the first control wheel end torque), perform braking intervention in advance, and then perform wheel end pressurization again (that is, pressurize with the second control wheel end torque), which can improve the dynamic situation of the vehicle and reduce the driver's sense of emergency fear.

[0063] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] Figure 1 is a flow chart of a vehicle control method provided by an embodiment of the present application;

[0065] Figure 2 is a detailed schematic diagram of step 102 provided in an embodiment of the present application;

[0066] Figure 3 is a detailed schematic diagram of step 105 provided in an embodiment of the present application;

[0067] Figure 4 is a detailed schematic diagram of step 106 provided in an embodiment of the present application;

[0068] Figure 5 is an overall flow chart of the vehicle control method provided in the embodiment of the present application;

[0069] Figure 6 is another detailed schematic diagram of step 106 provided in an embodiment of the present application;

[0070] Figure 7 A detailed schematic diagram of step 603 provided in an embodiment of the present application;

[0071] Figure 8 An example diagram of a vehicle control method provided by an embodiment of the present application;

[0072] Fig. 9 is a structural schematic diagram of a vehicle provided in an embodiment of the present application;

[0073] Fig.10 It is a schematic diagram of the hardware structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0074] The present application is further described in detail. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the embodiments of the present application. They are only examples of devices / equipment and methods consistent with some aspects of the embodiments of the present application as detailed in the attached claims.

[0075] It is understood that the terms "first", "second", etc. used in this application can be used to describe various concepts in this article, but unless otherwise specified, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another concept. For example, without departing from the scope of the embodiment of the present application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the words "if" and "if" as used herein can be interpreted as "at the time of" or "when" or "in response to determination".

[0076] The terms "at least one", "multiple", "each", "any", etc. used in this application, at least one includes one, two or more, multiple includes two or more, each refers to each of the corresponding multiple, and any refers to any one of the multiple.

[0077] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used herein are only for the purpose of describing the embodiments of this application and are not intended to limit this application.

[0078] The embodiment of the present application provides a vehicle control method, which can effectively improve the dynamic situation of the vehicle and avoid the driver's sense of emergency and fear by pre-pressurizing the vehicle wheel end (i.e., charging with the first control wheel end torque) when judging that the vehicle is about to perform a large dynamic operation (i.e., the actual yaw rate gradient is greater than the gradient threshold), performing braking intervention in advance, and then operating and pressurizing the vehicle wheel end (i.e., charging with the first control wheel end torque). At the same time, the pre-pressurized first control wheel end torque and the gradient of the first control wheel end torque can be designed so that the driver's driving experience is improved when the vehicle is in a dynamic state. The embodiment of the present application can effectively alleviate the problem of poor vehicle stability caused by rough braking intervention in the traditional dynamic state, thereby improving the driving experience.

[0079] A vehicle control method provided in an embodiment of the present application can be applied in a vehicle networking application scenario. In a vehicle networking application scenario, a vehicle service provider can use the vehicle control method provided in an embodiment of the present application to control the stability of the vehicle, thereby effectively reducing the situation where the vehicle has large dynamic operations and poor stability, thereby improving the user experience.

[0080] The vehicle control method, vehicle, electronic device and computer-readable storage medium provided in the embodiments of the present application are specifically described through the following embodiments. First, the vehicle in the embodiments of the present application is described.

[0081] Please refer to Figure 1 , Figure 1 An optional flow chart of a vehicle control method is disclosed. Figure 1 The method may include but is not limited to steps 101 to 106.

[0082] Step 101, obtaining the actual vehicle speed, actual steering wheel angle, actual vehicle yaw rate and actual yaw rate gradient of the vehicle;

[0083] Step 102, starting a pre-control module pre-deployed in the vehicle, and performing a first torque calculation on the actual yaw rate gradient through the pre-control module to obtain a first controlled wheel-end torque; wherein the pre-control module is started when the actual yaw rate gradient is greater than a preset gradient threshold;

[0084] Step 103, outputting a second controlled wheel end torque through an operation control module pre-deployed in the vehicle, where the second controlled wheel end torque is zero;

[0085] Step 104, calculating an expected yaw rate difference according to the actual vehicle speed, the actual steering wheel angle and the actual vehicle yaw rate;

[0086] Step 105, performing a second torque calculation on the desired yaw rate difference by operating the control module to obtain a torque intervention value, and updating the second control wheel end torque from zero to the torque intervention value; wherein the first control wheel end torque is less than the torque intervention value and the first control wheel end torque is greater than zero;

[0087] Step 106 : The largest one of the first control wheel end torque and the second control wheel end torque is used as the target control wheel end torque, and the vehicle wheel end of the vehicle is pressurized based on the target control wheel end torque.

[0088] It should be noted that the vehicle is pre-deployed with a pre-control module and an operation control module. The vehicle can be a gasoline vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it can be a hybrid vehicle or a pure electric vehicle.

[0089] In step 101, the vehicle may be pre-deployed with a sensor module. The actual vehicle speed, actual steering wheel angle, actual vehicle yaw rate and actual yaw rate gradient of the vehicle may be acquired through the sensor module. Specifically, the sensor module includes a vehicle speed sensor, a steering angle sensor and a yaw angle sensor. In one embodiment, the actual vehicle speed is acquired through the vehicle speed sensor; the actual steering wheel angle is acquired through the steering angle sensor; and the actual vehicle yaw rate and actual yaw rate gradient are acquired through the yaw angle sensor.

[0090] In step 102, the vehicle is pre-set with a gradient threshold. The gradient threshold indicates whether the vehicle is about to have a large dynamic situation (such as turning at a large angle and a large speed). If the actual yaw rate gradient is greater than the gradient threshold, it means that the vehicle is about to have a large dynamic situation, and the pre-control module will be activated. If the actual yaw rate gradient is less than or equal to the gradient threshold, it means that the vehicle will not have a large dynamic situation, and there is no need to activate the pre-control module.

[0091] In one embodiment, the gradient threshold is determined by the following steps: obtaining the slipperiness of the road surface on which the vehicle is traveling; determining the road friction coefficient based on the slipperiness of the road surface; and calculating the gradient threshold based on the road friction coefficient. Specifically, the slipperiness of the road surface indicates the slipperiness of the road surface on which the vehicle is traveling. The slipperiness of the road surface includes the slipperiness of a dry road surface, the slipperiness of a slippery road surface, and the slipperiness of an icy and snowy road surface, etc. The higher the slipperiness, the lower the road friction coefficient, and the smaller the gradient threshold.

[0092] In one embodiment, the slipperiness of the road surface is obtained by a sensor module pre-deployed in the vehicle. In another embodiment, the process of obtaining the slipperiness of the road surface may include: obtaining the driving environment information of the vehicle, the driving environment information including the road surface type information and the weather condition information; determining the slipperiness of the road surface based on the road surface type information and the weather condition information. The road surface type information indicates the road surface on which the vehicle is traveling, such as an asphalt road surface and a non-asphalt road surface. The weather condition information indicates the weather conditions during the vehicle's driving, such as sunny days, rain, and snow. An information slipperiness mapping table may be pre-set to indicate the mapping relationship between the road surface and the weather and the slipperiness. For example, according to the road surface type information being an asphalt road surface and the weather condition information being rain, the information slipperiness mapping table is searched to obtain the slipperiness of the road surface when the slipperiness is a slippery asphalt road surface.

[0093] In one embodiment, after determining the road friction coefficient, a preset coefficient and threshold mapping table is searched to obtain a gradient threshold. In another embodiment, after determining the road friction coefficient, the road friction coefficient is multiplied by a preset threshold weight to obtain a gradient threshold. For example, the gradient threshold is: , k1 is the threshold weight, mue is the road friction coefficient. The unit of the gradient threshold is rad / s 2 (radians per square second), the value range of k1 is 1 to 300. The method of determining the gradient threshold by multiplication has the advantages of high accuracy, and the threshold weight can be adjusted as needed, which is highly flexible.

[0094] Referring to the above, the pre-control module may be activated when the actual yaw rate gradient is greater than a preset gradient threshold. In one embodiment, the condition for activating the pre-control module is not limited to the actual yaw rate gradient being greater than the gradient threshold, but also requires judging the actual vehicle speed and the actual steering wheel angle. Specifically, activating the pre-control module pre-deployed in the vehicle includes:

[0095] Compare the actual yaw rate gradient with a preset gradient threshold;

[0096] If the actual yaw rate gradient is greater than the gradient threshold, the actual vehicle speed is compared with the preset speed threshold;

[0097] If the actual vehicle speed is greater than the speed threshold, the actual steering wheel angle is compared with the preset angle threshold;

[0098] If the steering wheel angle is greater than the angle threshold, the pre-control module is activated.

[0099] In this embodiment, whether the vehicle is about to perform a large dynamic operation is judged in multiple dimensions, thereby improving the accuracy of starting the pre-control module.

[0100] After the pre-control module is started, the pre-control module performs a first torque calculation according to the actual yaw rate gradient to obtain a first controlled wheel-end torque.

[0101] In one embodiment, referring to Figure 2 , step 102 comprises:

[0102] Step 201, starting a pre-control module pre-deployed in the vehicle, and obtaining a pre-control torque coefficient through the pre-control module;

[0103] Step 202: multiply the actual yaw rate gradient by the pre-control torque coefficient through a pre-control module to obtain a first controlled wheel end torque.

[0104] For example, the first control wheel end torque is: , k2 is the pre-control torque coefficient, and Dvgi is the actual yaw rate gradient. When the first control wheel end torque is in N·M (Newton·meter), the value range of k4 is 0 to 50. The method of determining the first control wheel end torque by multiplication has the advantages of high accuracy, and the pre-control torque coefficient can be adjusted as needed, which is highly flexible.

[0105] In step 104, it is necessary to calculate the expected yaw rate difference according to the actual vehicle speed, the actual steering wheel angle and the actual vehicle yaw rate.

[0106] In one embodiment, step 104 includes: calculating the expected vehicle yaw rate according to the actual vehicle speed and the actual steering wheel angle; and obtaining the expected yaw rate difference according to the difference between the expected yaw rate and the actual vehicle yaw rate. The formula for calculating the expected vehicle yaw rate is as follows:

[0107] .

[0108] in, is the desired vehicle yaw rate; is the actual steering wheel angle; is the actual vehicle speed; is the vehicle wheelbase; The characteristic speed. The wheelbase and characteristic speed are inherent parameters of the vehicle. The characteristic speed is a vehicle concept, which can be understood as the maximum lateral gain that the car can provide when turning at the characteristic speed.

[0109] In step 105 , an operation control module pre-deployed in the vehicle performs a second torque calculation on the expected yaw rate difference to obtain a torque intervention value.

[0110] In one embodiment, referring to Figure 3 , step 105 comprises:

[0111] Step 301, if the expected yaw angular velocity difference is greater than a preset difference threshold, the expected yaw angular velocity difference is subjected to gradient calculation by an operation control module to obtain an angular velocity difference gradient;

[0112] Step 302, obtaining a difference between an expected center-of-mass sideslip angle of the vehicle body and an actual side slip angle of the vehicle body by operating the control module, and performing a difference calculation on the expected center-of-mass sideslip angle of the vehicle body and the actual side slip angle of the vehicle body to obtain a side slip angle difference;

[0113] Step 303: Performing weighted summation of the angular velocity difference, the angular velocity difference gradient and the sideslip angle difference by operating the control module to obtain a torque intervention value.

[0114] The process of calculating the torque intervention value is shown in the following formula:

[0115] .

[0116] Among them, dMz2 represents the torque intervention value, dMzP, dMzI, and dMzD represent the three torque values ​​of the P, I, and D parts of the PID controller respectively, evgi represents the desired yaw rate difference, Devgi represents the angular velocity difference gradient, ebeta represents the sideslip angle difference, k3 represents the weight corresponding to the desired yaw rate difference, k4 represents the weight corresponding to the desired yaw rate difference, and k5 represents the weight corresponding to the desired yaw rate difference. When the torque intervention value is in N·M (Newton·meter), the value range of K3 is 5 to 30, the value range of K4 is 2 to 20, and the value range of K5 is 5 to 20.

[0117] The benefit of the above embodiment is that the torque intervention amount can be calculated based on parameters such as angular velocity and sideslip angle, with high accuracy.

[0118] In step 105, the second control wheel end torque is updated from zero to the torque intervention value, and the second control wheel end torque is updated from zero to the torque intervention value, wherein the first control wheel end torque is less than the torque intervention value and the first control wheel end torque is greater than zero.

[0119] It should be noted that when the pre-control module calculates the first control wheel end torque, the operation control module has not yet calculated the torque intervention value, that is, the second control wheel end torque output by the operation control module is zero. After the pre-control module calculates the first control wheel end torque and after a certain time interval, the operation control module calculates the torque intervention value, and the second control wheel end torque is updated to the torque intervention value, then the second control wheel end torque output by the operation control module is the torque intervention value.

[0120] In step 106 , the largest one of the first control wheel end torque and the second control wheel end torque is used as the target control wheel end torque, and the vehicle wheel end of the vehicle is pressurized based on the target control wheel end torque.

[0121] Referring to the above, the time for calculating the torque intervention amount is later than the time for calculating the first control wheel end torque. Therefore, before the second control wheel end torque is updated to the torque intervention amount, the target control wheel end torque has always been the first control wheel end torque. After the update, the target control wheel end torque is changed to the second control wheel end torque.

[0122] In one embodiment, referring to Figure 4 The process of taking the maximum of the first control wheel end torque and the second control wheel end torque as the target control wheel end torque in step 106 may include:

[0123] Step 401, outputting the first controlled wheel end torque to an arbitration module pre-deployed in the vehicle through a pre-control module;

[0124] Step 402, continuously outputting the second control wheel end torque to the arbitration module through the operation control module; wherein the continuously output second control wheel end torque is first zero and then a torque intervention value;

[0125] Step 403, if the second control wheel end torque is zero, determine through the arbitration module that the first control wheel end torque is greater than the second control wheel end torque, and use the first control wheel end torque as the target control wheel end torque;

[0126] Step 404: if the second control wheel end torque is the torque intervention amount, the arbitration module determines that the first control wheel end torque is less than the second control wheel end torque, and uses the second control wheel end torque as the target control wheel end torque.

[0127] Reference Figure 5The vehicle is pre-deployed with a sensor module, a calculation module, an operation control module, a pre-control module, an arbitration module, and a hydraulic module. The sensor module is used to obtain data such as the actual vehicle speed, the actual steering wheel angle, the actual vehicle yaw velocity, and the actual yaw velocity gradient. The calculation module is used to calculate the expected yaw velocity difference based on the actual vehicle speed, the actual steering wheel angle, and the actual vehicle yaw velocity. The operation control module is mainly used to continuously output the second control wheel end torque, and calculate the torque intervention value based on the expected yaw velocity difference, and update the second control wheel end torque from zero to the torque intervention value. The pre-control module is used to calculate the first control wheel end torque. The arbitration module is used to take the largest one of the first control wheel end torque and the second control wheel end torque as the target control wheel end torque, and transmit it to the hydraulic module. The hydraulic module is mainly used to pressurize the vehicle wheel end based on the target control wheel end torque. Since the continuously output second control wheel end torque is first zero and then the torque intervention value, and the first control wheel end torque is less than the torque intervention value, the target control wheel end torque is first the first control wheel end torque and then the second control wheel end torque (that is, the torque intervention value).

[0128] The benefit of this embodiment is that an arbitration module is introduced to arbitrate the first control wheel end torque and the second control wheel end torque, thereby improving the accuracy and immediacy of determining the target control wheel end torque, and helping to improve the immediacy of vehicle control.

[0129] In one embodiment, referring to Figure 6 The process of charging the wheel end of the vehicle based on the target controlled wheel end torque in step 106 may include:

[0130] Step 601, outputting the target controlled wheel-end torque to a wheel-end torque distribution module pre-deployed in the vehicle through an arbitration module;

[0131] Step 602, performing braking calculation on the target controlled wheel end torque through the wheel end torque distribution module to obtain the braking torque value of the vehicle wheel end, and outputting the braking torque value to a hydraulic module pre-deployed in the vehicle;

[0132] Step 603: Pressurize the vehicle wheel end with the braking torque value through the hydraulic module.

[0133] Specifically, considering that a vehicle generally has multiple (eg, 4) vehicle wheel ends, this embodiment introduces a wheel end torque distribution module. The wheel end torque distribution module is mainly used to distribute corresponding braking torque values ​​to multiple vehicle wheel ends according to the target control wheel end torque.

[0134] The benefit of this embodiment is that a wheel-end torque distribution module is introduced to distribute the braking torque value to the vehicle wheel end, without the need for the hydraulic system to distribute and then pressurize, thereby achieving the separation of the determination and control of the braking torque value, which helps to improve the effectiveness of vehicle control.

[0135] In one embodiment, the braking torque value includes a first braking torque value corresponding to the first control wheel end torque and a second braking torque value corresponding to the second control wheel end torque; Figure 7 , step 603 includes:

[0136] Step 701, performing a first pressure charging on the wheel end of the vehicle with a first braking torque value through a hydraulic module to obtain a pre-charge pressure value;

[0137] Step 702, if the pre-charge pressure value is greater than the preset charge pressure threshold, close the pre-control module;

[0138] Step 703: Perform a second pressurization on the vehicle wheel end with a second braking torque value through the hydraulic module.

[0139] For example, the torque distribution module distributes the torque to the four vehicle wheel ends according to the obtained dMz1, and then calculates the first braking torque value of the four vehicle wheel ends respectively, and applies it to the hydraulic module for execution to achieve the pre-control effect. If the exit threshold of the pre-control module is met (that is, the pre-charge value is greater than the preset charge threshold), the pre-control module is turned off. After the pre-control module is turned off, the torque distribution module distributes the torque to the four vehicle wheel ends according to the obtained dMz2, and then calculates the second braking torque value of the four vehicle wheel ends respectively, and applies it to the hydraulic module for execution to complete the large dynamic operation of the vehicle (such as large angle and high speed turning).

[0140] The benefit of this embodiment is that the second charging is started after the first charging is completed, so as to successfully implement pre-control of the vehicle, thereby not causing major sudden changes to the vehicle during the second charging process, reducing the instability of the vehicle and further improving the stability of the vehicle.

[0141] In one embodiment, step 701 includes: obtaining a braking torque value gradient through a hydraulic module; wherein the braking torque value is calculated by a wheel end torque distribution module on the gradient of a pre-controlled wheel end torque; and performing a first charging of the vehicle wheel end with a first braking torque value and a braking torque value gradient through a hydraulic module.

[0142] The benefit of the above embodiment is that the pre-charged first braking torque value and the braking torque value gradient can be designed at the same time, so that when the vehicle undergoes large dynamic changes, the possibility of large sudden changes in the vehicle is reduced, and the driver's driving experience is improved.

[0143] The vehicle control method proposed in the embodiment of the present application can be applied to the following scenarios: (1) When a vehicle is driving normally along a lane at a speed of 70 kph on a highway, a traffic accident occurs on the road ahead or the vehicle on the road ahead brakes urgently, and the driver turns the steering wheel at a large angle and a large speed to enter another road. (2) When a vehicle is driving along a highway in a mountainous area, when entering a turn, the vehicle oversteers. (3) When a vehicle is driving along a roundabout, the vehicle is about to enter an oversteer situation.

[0144] The above scenarios will all start the pre-control module, and then control it through a smaller first braking torque value and braking torque value gradient to avoid vehicle loss of control and improve the driving experience.

[0145] Reference Figure 8 In a specific example, the vehicle control method includes the following implementation steps:

[0146] (1) Start.

[0147] (2) Obtain the actual vehicle speed, actual steering wheel angle, actual vehicle yaw rate and actual yaw rate gradient, and then proceed to step (3) and step (5).

[0148] (3) Determine whether the actual yaw angular velocity gradient is greater than a preset gradient threshold. If so, proceed to step (4); if not, proceed to step (2).

[0149] (4) Starting the pre-control module, and multiplying the actual yaw rate gradient by the pre-control torque coefficient through the pre-control module to obtain a first control wheel end torque, and outputting the first control wheel end torque to the arbitration module.

[0150] (5) Calculate the expected yaw rate difference based on the actual vehicle speed, the actual steering wheel angle, and the actual vehicle yaw rate.

[0151] (6) The second control wheel end torque is continuously output to the arbitration module, and the second torque is calculated on the expected yaw angular velocity difference through the operation control module to obtain a torque intervention value, and the second control wheel end torque output by the operation control module is updated to the torque intervention value; wherein, the first control wheel end torque is less than the torque intervention value and greater than zero, and the second control wheel end torque is output by the operation control module.

[0152] (7) If the second control wheel end torque is zero, the arbitration module determines that the first control wheel end torque is greater than the second control wheel end torque, and the first control wheel end torque is used as the target control wheel end torque. If the second control wheel end torque is the torque intervention amount, the arbitration module determines that the first control wheel end torque is less than the second control wheel end torque, and the second control wheel end torque is used as the target control wheel end torque.

[0153] (8) The target controlled wheel-end torque is output to a wheel-end torque distribution module pre-deployed in the vehicle through the arbitration module, and the target controlled wheel-end torque is braked and calculated by the wheel-end torque distribution module to obtain a braking torque value of the vehicle wheel end, and the braking torque value is output to a hydraulic module pre-deployed in the vehicle.

[0154] (9) performing a first pressurization on the wheel end of the vehicle with a first braking torque value through a hydraulic module to obtain a pre-pressurization value;

[0155] (10) Determine whether the pre-charge pressure value is greater than a preset charge pressure threshold value. If yes, proceed to step (11); if no, proceed to step (10) again.

[0156] (11) Turn off the pre-control module;

[0157] (12) performing a second pressurization on the vehicle wheel end with a second braking torque value through the hydraulic module;

[0158] (13) End.

[0159] Reference Fig. 9 , the embodiment of the present application also provides a vehicle. The vehicle includes a sensor module 901, a calculation module 902, an operation control module 903, a pre-control module 904, an arbitration module 905 and a hydraulic module 906. Specifically, the sensor module 901 is used to obtain the actual vehicle speed, the actual steering wheel angle, the actual vehicle yaw velocity and the actual yaw velocity gradient; the pre-control module 904 is used to perform a first torque calculation on the actual yaw velocity gradient to obtain a first control wheel end torque; wherein the pre-control module is started when the actual yaw velocity gradient is greater than a preset gradient threshold; the operation control module 903 is used to output a second control wheel end torque, and the second control wheel end torque is zero; the calculation module 902 is used to calculate according to the actual vehicle speed, the actual steering wheel angle and the actual vehicle yaw velocity. to the expected yaw angular velocity difference; the operation control module 903 is also used to perform a second torque calculation on the expected yaw angular velocity difference, obtain the torque intervention value, and update the second control wheel end torque from zero to the torque intervention value; wherein, the first control wheel end torque is less than the torque intervention value and the first control wheel end torque is greater than zero, and the second control wheel end torque is output by the operation control module; the arbitration module 905 is used to take the largest of the first control wheel end torque and the second control wheel end torque as the target control wheel end torque; the hydraulic module 906 is used to pressurize the vehicle wheel end of the vehicle based on the target control wheel end torque.

[0160] It can be understood that the contents of the above method embodiments are all applicable to the vehicle embodiments, the functions specifically implemented by the vehicle embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0161] The embodiment of the present application also provides an electronic device, the electronic device includes a memory and a processor, the memory stores a computer program, and the processor implements the above method when executing the computer program. The electronic device can be any intelligent terminal including a tablet computer, a car computer, etc.

[0162] It can be understood that the contents of the above method embodiments are all applicable to the present device embodiments, the functions specifically implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0163] See also Fig.10 , Fig.10 The hardware structure of an electronic device of another embodiment is illustrated, and the electronic device includes:

[0164] The processor 1001 may be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of the present application;

[0165] The memory 1002 can be implemented in the form of a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 1002 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1002, and the processor 1001 calls and executes the methods of the embodiments of this application;

[0166] Input / output interface 1003, used to implement information input and output;

[0167] Communication interface 1004, used to realize communication interaction between the device and other devices, which can be realized through wired mode (such as USB, network cable, etc.) or wireless mode (such as mobile network, WIFI, Bluetooth, etc.);

[0168] A bus 1005 , which transmits information between various components of the device (e.g., the processor 1001 , the memory 1002 , the input / output interface 1003 , and the communication interface 1004 );

[0169] The processor 1001 , the memory 1002 , the input / output interface 1003 and the communication interface 1004 are connected to each other in communication within the device via the bus 1005 .

[0170] An embodiment of the present application further provides a computer-readable storage medium, which stores a computer program, and the computer program implements the above method when executed by a processor.

[0171] It can be understood that the contents of the above method embodiments are all applicable to the present storage medium embodiments, the functions specifically implemented by the present storage medium embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0172] The memory, as a non-transient computer-readable storage medium, can be used to store non-transient software programs and non-transient computer executable programs. In addition, the memory may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some embodiments, the memory may optionally include a memory remotely disposed relative to the processor, and these remote memories may be connected to the processor via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0173] The embodiments described in the embodiments of the present application are intended to more clearly illustrate the technical solutions of the embodiments of the present application and do not constitute a limitation on the technical solutions provided in the embodiments of the present application. Those skilled in the art will appreciate that with the evolution of technology and the emergence of new application scenarios, the technical solutions provided in the embodiments of the present application are also applicable to similar technical problems.

[0174] Those skilled in the art will appreciate that the technical solutions shown in the figures do not constitute a limitation on the embodiments of the present application, and may include more or fewer steps than shown in the figures, or a combination of certain steps, or different steps.

[0175] The device embodiments described above are merely illustrative, and the units described as separate components may or may not be physically separated, that is, they may be located in one place or distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0176] Those skilled in the art will appreciate that all or some of the steps in the methods disclosed above, and the functional modules / units in the systems and devices may be implemented as software, firmware, hardware, or a suitable combination thereof.

[0177] The terms "first", "second", "third", "fourth", etc. (if any) in the specification of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0178] It should be understood that in the present application, "at least one (item)" means one or more, and "plurality" means two or more. "And / or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally indicates that the objects associated before and after are in an "or" relationship. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, at least one of a, b or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple.

[0179] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the above units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0180] The units described above as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0181] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0182] If the integrated unit is implemented in the form of 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 the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including multiple instructions to enable a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of various embodiments of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (Read-Only Memory, referred to as ROM), random access memory (Random Access Memory, referred to as RAM), disk or optical disk and other media that can store programs.

[0183] The preferred embodiments of the present invention are described above with reference to the accompanying drawings, but the scope of the rights of the present invention is not limited thereto. Any modification, equivalent substitution and improvement made by a person skilled in the art without departing from the scope and essence of the present invention should be within the scope of the rights of the present invention.

Claims

1. A vehicle control method, characterized in that: The method comprises: Obtaining the actual vehicle speed, actual steering wheel angle, actual vehicle yaw rate and actual yaw rate gradient of the vehicle; Starting a pre-control module pre-deployed in the vehicle, and performing a first torque calculation on the actual yaw rate gradient through the pre-control module to obtain a first controlled wheel-end torque; wherein the pre-control module is used to start when the actual yaw rate gradient is greater than a preset gradient threshold; Outputting a second controlled wheel-end torque by an operation control module pre-deployed in the vehicle, wherein the second controlled wheel-end torque is zero; Calculating an expected yaw rate difference according to the actual vehicle speed, the actual steering wheel angle and the actual vehicle yaw rate; Performing a second torque calculation on the desired yaw rate difference through the operation control module to obtain a torque intervention value, and updating the second control wheel end torque from zero to the torque intervention value; wherein the first control wheel end torque is less than the torque intervention value and the first control wheel end torque is greater than zero; The first control wheel end torque is output to an arbitration module pre-deployed in the vehicle through the pre-control module, and the second control wheel end torque is continuously output to the arbitration module through the operation control module. If the second control wheel end torque is zero, the arbitration module determines that the first control wheel end torque is greater than the second control wheel end torque, and uses the first control wheel end torque as the target control wheel end torque. If the second control wheel end torque is the torque intervention amount, the arbitration module determines that the first control wheel end torque is less than the second control wheel end torque, and uses the second control wheel end torque as the target control wheel end torque, and pressurizes the vehicle wheel end of the vehicle based on the target control wheel end torque.

2. The method according to claim 1, characterized in that The starting of the pre-control module pre-deployed in the vehicle includes: Comparing the actual yaw angular velocity gradient with a preset gradient threshold; If the actual yaw rate gradient is greater than the gradient threshold, comparing the actual vehicle speed with a preset speed threshold; If the actual vehicle speed is greater than the speed threshold, the actual steering wheel angle is compared with a preset angle threshold; If the steering wheel angle is greater than the angle threshold, the pre-control module is started.

3. The method according to claim 1, characterized in that: The step of charging the wheel end of the vehicle based on the target controlled wheel end torque comprises: Outputting the target controlled wheel-end torque to a wheel-end torque distribution module pre-deployed in the vehicle through the arbitration module; Performing braking calculation on the target controlled wheel-end torque through the wheel-end torque distribution module to obtain a braking torque value of the vehicle wheel end, and outputting the braking torque value to a hydraulic module pre-deployed in the vehicle; The vehicle wheel end is pressurized with the braking torque value via the hydraulic module.

4. The method according to claim 3, characterized in that: The braking torque value includes a first braking torque value and a second braking torque value; The step of pressurizing the vehicle wheel end with the braking torque value by the hydraulic module comprises: Performing a first pressurization on the vehicle wheel end with the first braking torque value by the hydraulic module to obtain a pre-pressurization value; If the pre-charge pressure value is greater than a preset charge pressure threshold, shutting down the pre-control module; The vehicle wheel end is second-pressurized by the hydraulic module with the second braking torque value.

5. The method according to claim 4, characterized in that The first pressurizing the vehicle wheel end with the first braking torque value by the hydraulic module includes: Acquiring a braking torque value gradient through the hydraulic module; wherein the braking torque value gradient is obtained by calculating the gradient of the first control wheel end torque by the wheel end torque distribution module; The vehicle wheel end is first pressurized by the hydraulic module with the first braking torque value and the braking torque value gradient.

6. The method according to any one of claims 1 to 5, characterized in that: The starting of a pre-control module pre-deployed in the vehicle and performing a first torque calculation on the actual yaw rate gradient by the pre-control module to obtain a first controlled wheel-end torque includes: Starting a pre-control module pre-deployed in the vehicle, and obtaining a pre-control torque coefficient through the pre-control module; The actual yaw rate gradient is multiplied by the pre-control torque coefficient by the pre-control module to obtain the first control wheel end torque.

7. The method according to any one of claims 1 to 5, characterized in that: The performing a second torque calculation on the desired yaw rate difference by the operation control module to obtain a torque intervention value includes: If the desired yaw angular velocity difference is greater than a preset difference threshold, the operation control module performs a gradient calculation on the desired yaw angular velocity difference to obtain an angular velocity difference gradient; The operation control module is used to obtain a difference between an expected center-of-mass sideslip angle of a vehicle body and an actual side slip angle of the vehicle body, and a difference is calculated between the expected center-of-mass sideslip angle of the vehicle body and the actual side slip angle of the vehicle body to obtain a side slip angle difference; The operation control module performs weighted summation on the angular velocity difference, the angular velocity difference gradient and the sideslip angle difference to obtain the torque intervention value.

8. The method according to any one of claims 1 to 5, characterized in that: Before starting the pre-control module pre-deployed in the vehicle, the method further includes: Acquiring the slipperiness of a road surface on which the vehicle is traveling; the slipperiness of a road surface indicates the slipperiness of a road surface on which the vehicle is traveling; Determining a road friction coefficient based on the wetness of the driving road surface; The gradient threshold is calculated based on the road surface friction coefficient.

9. The method according to claim 8, characterized in that The step of obtaining the slipperiness of the road surface on which the vehicle is traveling comprises: Acquiring driving environment information of the vehicle, wherein the driving environment information includes road type information and weather condition information; The slipperiness of the driving road surface is determined based on the road surface type information and the weather condition information.

10. A vehicle, characterized in that: The vehicle comprises: A sensor module, used to obtain the actual vehicle speed, actual steering wheel angle, actual vehicle yaw rate and actual yaw rate gradient; a pre-control module, configured to perform a first torque calculation on the actual yaw rate gradient to obtain a first controlled wheel-end torque, and output the first controlled wheel-end torque to an arbitration module pre-deployed in the vehicle; wherein the pre-control module is activated when the actual yaw rate gradient is greater than a preset gradient threshold; An operation control module, configured to output a second control wheel end torque to the arbitration module, wherein the second control wheel end torque is zero; a calculation module, configured to calculate an expected yaw rate difference according to the actual vehicle speed, the actual steering wheel angle and the actual vehicle yaw rate; The operation control module is further used to perform a second torque calculation on the desired yaw rate difference to obtain a torque intervention value, and update the second control wheel end torque from zero to the torque intervention value, and continuously output the second control wheel end torque to the arbitration module; wherein the first control wheel end torque is less than the torque intervention value and the first control wheel end torque is greater than zero; an arbitration module, configured to determine, if the second control wheel end torque is zero, that the first control wheel end torque is greater than the second control wheel end torque, and use the first control wheel end torque as a target control wheel end torque; and, if the second control wheel end torque is the torque intervention amount, determine that the first control wheel end torque is less than the second control wheel end torque, and use the second control wheel end torque as a target control wheel end torque; A hydraulic module is used to pressurize the vehicle wheel ends of the vehicle based on the target controlled wheel end torque.

11. An electronic device, characterized in that: include: at least one processor; at least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the method according to any one of claims 1 to 9.

12. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the method according to any one of claims 1 to 9 is implemented.

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