Vehicle control method, storage medium and vehicle

Abstract

The present application discloses a vehicle control method, a storage medium and a vehicle, which relate to the field of vehicle technology and can provide corresponding braking strategies for different wading conditions of the vehicle. The vehicle control method comprises: obtaining the vehicle state; controlling the vehicle based on the target braking control strategy corresponding to the vehicle state; wherein the vehicle state at least includes a water-entering wading floating state, a water-floating state, and a water-exiting wading floating state, and the target braking control strategies corresponding to at least two of the water-entering wading floating state, the water-floating state, and the water-exiting wading floating state are different.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle control method, a storage medium and a vehicle. Background Art

[0002] In the related art, when a vehicle is in a floating state, there are indeed many challenges in controlling the vehicle, especially in terms of braking control.

[0003] At present, the technical design of most vehicles mainly focuses on reminding the driver when the vehicle is submerged in water to a preset position (such as the brake disc position), but no special braking control strategy is designed for different situations of wheel wading. This situation may lead to the failure of ideal braking of the vehicle in an emergency, and even increase the risk of instability. Summary of the invention

[0004] The purpose of the present application is to provide a vehicle control method, a storage medium and a vehicle, which can provide corresponding braking strategies for different wading conditions of the vehicle.

[0005] In order to achieve the above objectives, this application adopts the following technical solutions:

[0006] In a first aspect, the present application provides a vehicle control method, the method comprising: acquiring a vehicle state; controlling the vehicle based on a target braking control strategy corresponding to the vehicle state; wherein the vehicle state at least includes a water-entering and wading floating state, a water-floating state, and a water-exiting and wading floating state, the water-entering and wading floating state is a state in which the first wheel is in wading and the second wheel is not in water, or the water-entering and wading floating state is a state in which the first wheel is in floating water and the second wheel is in wading, the floating state is a state in which both the first wheel and the second wheel are in floating water, the water-exiting and wading floating state is a state in which the first wheel is in wading and the second wheel is in floating water, or the water-exiting and wading floating state is a state in which the first wheel is not in water and the second wheel is in wading; the target braking control strategies corresponding to at least two of the water-entering and wading floating state, the water-floating state, and the water-exiting and wading floating state are different.

[0007] In view of this, the vehicle control method provided in the embodiment of the present application can determine the current wading state of the wheels, that is, the vehicle state, through the wading information of the vehicle during the wading process, and provide corresponding control strategies according to different vehicle states, so as to achieve the purpose of braking control of the vehicle.

[0008] In some embodiments, the vehicle is braked based on a target wading control strategy corresponding to the wheel wading information, including: when it is determined that the vehicle is in a wading and floating state and a first braking request is received, the first wheel is in a wading state and the second wheel is in a floating state; a first braking force is applied to the first wheel, and a first torque is applied to the second wheel or the first torque is not applied.

[0009] Among them, one of the first wheel and the second wheel is a front wheel, and the other is a rear wheel.

[0010] In some embodiments, applying a first braking force to a first wheel, and applying a first torque to a second wheel or not applying the first torque includes: controlling a braking system of the first wheel to apply a first braking force to the first wheel; controlling a motor of the second wheel to apply a first torque to the second wheel to drive the second wheel to rotate if the first wheel locks during braking; and not applying the first torque to the second wheel if the first wheel does not lock during braking.

[0011] Based on this, when some of the vehicle's wheels are unavailable, the control system can control the motor drive of the remaining available wheels to achieve safe braking control of the vehicle.

[0012] In some embodiments, controlling the motor of the second wheel to apply a first torque to the second wheel to drive the second wheel to rotate includes: if the second wheel is a front wheel, controlling the motor of the second wheel to output the first torque to drive the second wheel to rotate.

[0013] Among them, the first torques of the two second wheels are equal, and the sum of the first torques of the two second wheels is determined based on the total longitudinal force of the vehicle, the radius of the second wheels and the transmission efficiency; the total longitudinal force of the vehicle is the force required to adjust the vehicle from the current longitudinal speed to the desired longitudinal speed.

[0014] Based on this, in the case where two wheels are braked and two wheels are rotated, the torque required to rotate the wheels is determined in order to meet the vehicle braking requirements.

[0015] In some embodiments, controlling the motor of the second wheel to apply a first torque to the second wheel to drive the second wheel to rotate includes: if the second wheel is a rear wheel, controlling the motor of the second wheel to output the first torque to drive the second wheel to rotate.

[0016] The second torques of the two second wheels are equal, and the sum of the second torques of the two second wheels is determined based on the braking force of the second wheels, the radius of the second wheels, and the transmission efficiency.

[0017] In some embodiments, the motor controlling the second wheel applies a first torque to the second wheel to drive the second wheel to rotate, including: if the second wheel is a front wheel, the motor controlling the second wheel drives the second wheel to reverse; if the second wheel is a rear wheel, the motor controlling the second wheel drives the second wheel to rotate forward.

[0018] Based on this, when two wheels are locked, it means that the braking force of the two wheels is not enough to offset the gravity component of the vehicle in the slope direction, and the motors of the other two wheels rotate forward to prevent the vehicle from slipping. Similarly, the motors rotate backward to prevent the vehicle from entering the water.

[0019] In some embodiments, the vehicle is controlled based on a target braking control strategy corresponding to the vehicle state, including: when it is determined that the vehicle is in a floating state and a second braking request is received, the wheel braking system does not execute the second braking request, and controls the motor to reverse according to the second braking request to control the vehicle's wheels to reverse and achieve floating braking.

[0020] In some embodiments, the method further includes: when it is determined that the vehicle exits the floating state and a second braking request is received, controlling the braking system to execute the second braking request.

[0021] In some embodiments, the step of determining that the vehicle is in a floating state includes: determining that the vehicle is in a floating state based on one or a combination of a road surface type of the vehicle, a wading depth of the vehicle, and an actual suspension height of the vehicle.

[0022] In some embodiments, the step of determining that the vehicle is in a floating state includes: when the wading depth of the vehicle exceeds a target depth threshold, determining that the vehicle is in a floating state.

[0023] In some embodiments, the target depth threshold is determined based on one or a combination of the vehicle's mass, volume, and density of the medium.

[0024] In some embodiments, the wading depth is confirmed based on the installation height of the water depth sensor itself and the acquired detection height, wherein the detection height is the distance between the water depth sensor and the water surface.

[0025] In some embodiments, the step of determining that the vehicle is in a floating state includes: when a suspension of the vehicle is in a free-hanging state and an actual suspension height of the suspension exceeds a target height threshold, determining that the vehicle is in a floating state.

[0026] In some embodiments, the step of determining that the vehicle is in the aquatic state includes: determining that the vehicle is in the aquatic state when at least two of the actual suspension heights of four suspensions of the vehicle exceed a target height threshold.

[0027] In some embodiments, the step of determining that the vehicle is in a floating state includes: when the road surface type is a wading section and the wading depth exceeds a target depth threshold, determining that the vehicle is in a floating state.

[0028] In some embodiments, the step of determining that the vehicle is in a floating state includes: when the road surface type is a wading section and the actual suspension height exceeds a target suspension height threshold, determining that the vehicle is in a floating state.

[0029] In some embodiments, the step of determining that the vehicle is in a floating state includes: when the road surface type is a wading section, the wading depth exceeds a target depth threshold, and the actual suspension height exceeds a target height threshold, determining that the vehicle is in a floating state.

[0030] In some embodiments, the step of controlling the motor to reverse according to the second braking request includes: obtaining the brake pedal depth corresponding to the second braking request, and obtaining the vehicle speed and steering wheel angle; obtaining the target braking torque according to the brake pedal depth, vehicle speed and steering wheel angle; and controlling the motor to reverse according to the target braking torque.

[0031] In some embodiments, the step of obtaining the target braking torque according to the brake pedal depth, vehicle speed and steering wheel angle includes: determining the target braking torque according to the brake pedal depth, vehicle speed and steering wheel angle in combination with a preset relationship.

[0032] In some embodiments, the preset relationship is the correspondence between preset brake pedal depth, vehicle speed and steering wheel angle, and torque; or the preset relationship is the correspondence between preset interval data of brake pedal depth, vehicle speed and steering wheel angle, and torque.

[0033] In some embodiments, the step of controlling the motor to reverse according to the second braking request includes: obtaining the brake pedal depth corresponding to the second braking request, and obtaining the vehicle speed, longitudinal acceleration and steering wheel angle; obtaining the target braking torque according to the brake pedal depth, vehicle speed, longitudinal acceleration and steering wheel angle; and controlling the motor to reverse according to the target braking torque.

[0034] In some embodiments, the vehicle includes a motor, which is on the same drive shaft and corresponds to two wheels; the step of controlling the motor to reverse according to the target braking torque includes: controlling the motor to drive the corresponding two wheels to reverse according to the target braking torque.

[0035] In some embodiments, the vehicle includes at least two motors, each motor corresponds to at least one wheel; the target braking torque includes at least two sub-braking torques; the step of controlling the reversal of the motor according to the target braking torque includes: controlling the reversal of the corresponding motor according to each sub-braking torque, wherein the target braking torque is the sum of the at least two sub-braking torques.

[0036] In some embodiments, the vehicle includes four motors, each motor corresponding to one wheel; the step of controlling the motor reversal according to the target braking torque includes: when the target braking torque does not exceed the sum of the maximum output torques of the two motors at the same end of the vehicle, controlling the two motors at the first end of the vehicle to reverse according to the target braking torque; when the target braking torque exceeds the sum of the maximum output torques of the two motors at the same end of the vehicle, controlling the four motors to reverse according to the target braking torque.

[0037] In some embodiments, the step of controlling the motor to reverse according to the target braking torque includes:

[0038] The motor output torque is controlled according to the target torque growth rate until the target braking torque is reached.

[0039] In some embodiments, before the step of controlling the motor to reverse according to the second braking request, the method also includes: when it is determined that there is an obstacle in the direction of travel of the vehicle, determining a target braking distance, the target braking distance being determined according to the distance between the obstacle and the vehicle; the step of controlling the motor to reverse according to the second braking request includes: controlling the motor to reverse according to the target braking distance and the vehicle speed to output a target braking torque corresponding to the second braking request, so as to brake the vehicle within the target braking distance.

[0040] In some embodiments, after determining that the vehicle is in a floating state, the method also includes: when a steering request is received, controlling at least one motor on one side of the vehicle to reverse according to the steering request, and the motor on the other side to rotate forward or be in a non-working state, so as to achieve a floating steering function.

[0041] In some embodiments, after determining that the vehicle is in a floating state, the method further includes: when a drive request is received, controlling at least two motors to reverse according to the drive request to achieve a floating drive function, wherein the at least two motors are two coaxial motors.

[0042] In some embodiments, the vehicle is controlled based on a target braking control strategy corresponding to the vehicle state, including: when it is determined that the vehicle is in a wading state and a braking request is received, the first wheel is in a wading state and the second wheel is in a non-wading state, wherein one of the first wheel and the second wheel is a front wheel and the other is a rear wheel; a second braking force is applied to the first wheel, and a third braking force is applied to the second wheel.

[0043] In some embodiments, the vehicle state is determined based on the wading depth of the wheels, and the vehicle state is obtained, including: when the wading depth of the wheels is greater than a first threshold, the wheels are in a floating state; when the wading depth of the wheels is less than the first threshold and greater than a second threshold, the wheels are in a wading state; when the wading depth of the wheels is less than the second threshold, the wheels are in a non-wading state.

[0044] In a second aspect, the present application provides a vehicle control method, the method comprising: acquiring a vehicle state; and controlling the vehicle based on a target braking control strategy corresponding to the vehicle state.

[0045] Among them, the vehicle state at least includes a water-entering and wading state and a water-exiting and wading state, the water-entering and wading state is a state in which the first wheel is in wading and the second wheel is not in wading, or the water-entering and wading state is a state in which the first wheel is in floating water and the second wheel is in wading, the water-exiting and wading state is a state in which the first wheel is in wading and the second wheel is in floating water, or the water-exiting and wading state is a state in which the first wheel is not in wading and the second wheel is in wading; the target braking control strategies corresponding to the water-entering and wading state and the water-exiting and wading state are different.

[0046] In some embodiments, the vehicle is controlled based on a target braking control strategy corresponding to the vehicle state, including: when it is determined that the vehicle is in a wading and floating state and a braking request is received, the first wheel is in a wading state and the second wheel is in a floating state, wherein one of the first wheel and the second wheel is a front wheel and the other is a rear wheel; a first braking force is applied to the first wheel, and a first torque is applied to the second wheel or no first torque is applied.

[0047] In some embodiments, applying a first braking force to a first wheel, and applying a first torque to a second wheel or not applying the first torque includes: controlling a braking system of the first wheel to apply a first braking force to the first wheel; controlling a motor of the second wheel to apply a first torque to the second wheel to drive the second wheel to rotate if the first wheel locks during braking; and not applying the first torque to the second wheel if the first wheel does not lock during braking.

[0048] In some embodiments, controlling the motor of the second wheel to apply a first torque to the second wheel to drive the second wheel to rotate includes: if the second wheel is a front wheel, controlling the motor of the second wheel to output a first torque to drive the second wheel to rotate; wherein the first torques of the two second wheels are equal, and the sum of the first torques of the two second wheels is determined based on the total longitudinal force of the vehicle, the radius of the second wheel, and the transmission efficiency; the total longitudinal force of the vehicle is the force required to adjust the vehicle from the current longitudinal speed to the desired longitudinal speed.

[0049] In some embodiments, controlling the motor of the second wheel to apply a first torque to the second wheel to drive the second wheel to rotate includes: if the second wheel is a rear wheel, controlling the motor of the second wheel to output a first torque to drive the second wheel to rotate; wherein the first torques of the two second wheels are equal, and the sum of the first torques of the two second wheels is determined based on the braking force of the second wheel, the radius of the second wheel, and the transmission efficiency.

[0050] In some embodiments, the motor controlling the second wheel applies a first torque to the second wheel to drive the second wheel to rotate, including: if the second wheel is a front wheel, the motor controlling the second wheel applies a first torque to the second wheel to drive the second wheel to reverse; if the second wheel is a rear wheel, the motor controlling the second wheel applies a first torque to the second wheel to drive the second wheel to rotate forward.

[0051] In some embodiments, the vehicle is controlled based on a target braking control strategy corresponding to the vehicle state, including: when it is determined that the vehicle is in a wading state and a braking request is received, the first wheel is in a wading state and the second wheel is in a non-wading state, wherein one of the first wheel and the second wheel is a front wheel and the other is a rear wheel; a second braking force is applied to the first wheel, and a third braking force is applied to the second wheel.

[0052] In some embodiments, the vehicle state is determined based on the wading depth of the wheels, and the vehicle state is obtained, including: when the wading depth of the wheels is greater than a first threshold, the wheels are in a floating state; when the wading depth of the wheels is less than the first threshold and greater than a second threshold, the wheels are in a wading state; when the wading depth of the wheels is less than the second threshold, the wheels are in a non-wading state.

[0053] On the third aspect, an embodiment of the present application provides a vehicle control method, the method comprising: when it is determined that the vehicle is in a floating state and a second braking request is received, controlling the braking system not to execute the second braking request, and controlling the motor to reverse according to the second braking request to control the vehicle's wheels to reverse and achieve floating braking.

[0054] In some embodiments, the method further includes: when it is determined that the vehicle exits the floating state and a second braking request is received, controlling the braking system to execute the second braking request.

[0055] In some embodiments, the step of determining that the vehicle is in a floating state includes: determining that the vehicle is in a floating state based on one or a combination of a road surface type of the vehicle, a wading depth of the vehicle, and an actual suspension height of the vehicle.

[0056] In some embodiments, the step of determining that the vehicle is in a floating state includes: when the wading depth of the vehicle exceeds a target depth threshold, determining that the vehicle is in a floating state.

[0057] In some embodiments, the target depth threshold is determined based on one or a combination of the vehicle's mass, volume, and density of the medium.

[0058] In some embodiments, the wading depth is confirmed based on the installation height of the water depth sensor itself and the acquired detection height, wherein the detection height is the distance between the water depth sensor and the water surface.

[0059] In some embodiments, the step of determining that the vehicle is in a floating state includes: when a suspension of the vehicle is in a free-hanging state and an actual suspension height of the suspension exceeds a target height threshold, determining that the vehicle is in a floating state.

[0060] In some embodiments, the step of determining that the vehicle is in the aquatic state includes: determining that the vehicle is in the aquatic state when at least two of the actual suspension heights of four suspensions of the vehicle exceed a target height threshold.

[0061] In some embodiments, the step of determining that the vehicle is in a floating state includes: when the road surface type is a wading section and the wading depth exceeds a target depth threshold, determining that the vehicle is in a floating state.

[0062] In some embodiments, the step of determining that the vehicle is in a floating state includes: when the road surface type is a wading section and the actual suspension height exceeds a target suspension height threshold, determining that the vehicle is in a floating state.

[0063] In some embodiments, the step of determining that the vehicle is in a floating state includes: when the road surface type is a wading section, the wading depth exceeds a target depth threshold, and the actual suspension height exceeds a target height threshold, determining that the vehicle is in a floating state.

[0064] In some embodiments, the step of controlling the motor to reverse according to the second braking request includes: obtaining a brake pedal depth corresponding to the second braking request, and obtaining a vehicle speed and a steering wheel angle of the vehicle; obtaining a target braking torque according to the brake pedal depth, the vehicle speed and the steering wheel angle;

[0065] The motor is controlled to reverse according to the target braking torque.

[0066] In some embodiments, the step of obtaining the target braking torque according to the brake pedal depth, vehicle speed and steering wheel angle includes: determining the target braking torque according to the brake pedal depth, vehicle speed and steering wheel angle in combination with a preset relationship.

[0067] In some embodiments, the preset relationship is the correspondence between preset brake pedal depth, vehicle speed and steering wheel angle, and torque; or the preset relationship is the correspondence between preset interval data of brake pedal depth, vehicle speed and steering wheel angle, and torque.

[0068] In some embodiments, the step of controlling the motor to reverse according to the second braking request includes: obtaining the brake pedal depth corresponding to the second braking request, and obtaining the vehicle speed, longitudinal acceleration and steering wheel angle; obtaining the target braking torque according to the brake pedal depth, vehicle speed, longitudinal acceleration and steering wheel angle; and controlling the motor to reverse according to the target braking torque.

[0069] In some embodiments, the vehicle includes a motor, which is on the same drive shaft and corresponds to two wheels; the step of controlling the motor to reverse according to the target braking torque includes: controlling the motor to drive the corresponding two wheels to reverse according to the target braking torque.

[0070] In some embodiments, the vehicle includes at least two motors, each motor corresponds to at least one wheel; the target braking torque includes at least two sub-braking torques; the step of controlling the reversal of the motor according to the target braking torque includes: controlling the reversal of the corresponding motor according to each sub-braking torque, wherein the target braking torque is the sum of the at least two sub-braking torques.

[0071] In some embodiments, the vehicle includes four motors, each motor corresponding to one wheel; the step of controlling the motor reversal according to the target braking torque includes: when the target braking torque does not exceed the sum of the maximum output torques of the two motors at the same end of the vehicle, controlling the two motors at the first end of the vehicle to reverse according to the target braking torque; when the target braking torque exceeds the sum of the maximum output torques of the two motors at the same end of the vehicle, controlling the four motors to reverse according to the target braking torque.

[0072] In some embodiments, the step of controlling the motor to reverse according to the target braking torque includes:

[0073] The motor output torque is controlled according to the target torque growth rate until the target braking torque is reached.

[0074] In some embodiments, before the step of controlling the motor to reverse according to the second braking request, the method also includes: when it is determined that there is an obstacle in the direction of travel of the vehicle, determining a target braking distance, the target braking distance being determined according to the distance between the obstacle and the vehicle; the step of controlling the motor to reverse according to the second braking request includes: controlling the motor to reverse according to the target braking distance and the vehicle speed to output a target braking torque corresponding to the second braking request, so as to brake the vehicle within the target braking distance.

[0075] In some embodiments, after determining that the vehicle is in a floating state, the method also includes: when a steering request is received, controlling at least one motor on one side of the vehicle to reverse according to the steering request, and the motor on the other side to rotate forward or be in a non-working state, so as to achieve a floating steering function.

[0076] In some embodiments, after determining that the vehicle is in a floating state, the method further includes: when a drive request is received, controlling at least two motors to reverse according to the drive request to achieve a floating drive function, wherein the at least two motors are two coaxial motors.

[0077] In a fourth aspect, an embodiment of the present application provides a vehicle posture adjustment method, the method comprising: obtaining a vehicle body posture angle when the vehicle is in a floating state; based on the vehicle body posture angle, controlling the vehicle's airbag system to perform inflation and deflation operations so that the vehicle body posture angle is within a preset angle range.

[0078] Based on this, the current body posture control of vehicles involved in floating water mainly corrects the yaw angular velocity through differential torque, and rarely controls the vertical posture (roll, pitch). Instead, it comprehensively considers the pitch angle and roll angle of the vehicle, and introduces an airbag system as an auxiliary control method to further enhance the stability and driving safety of the vehicle.

[0079] In some embodiments, the vehicle body posture angle includes a vehicle body pitch angle, and the vehicle's airbag system includes a first airbag arranged at the front end of the vehicle and a second airbag arranged at the rear end of the vehicle; based on the vehicle body posture angle, the vehicle's airbag system is controlled to perform inflation and deflation operations so that the vehicle body posture angle is within a preset angle range, including: based on the vehicle body pitch angle, controlling the first airbag and the second airbag to perform inflation and deflation operations so that the vehicle body pitch angle is within a preset pitch angle range.

[0080] In some embodiments, based on the pitch angle of the vehicle body, the first airbag and the second airbag are controlled to perform inflation and deflation operations so that the pitch angle of the vehicle body is within a preset pitch angle range, including: when the pitch angle of the vehicle body is greater than the upper limit value of the preset pitch angle range, the first airbag is controlled to perform a deflation operation and / or the second airbag is controlled to perform an inflation operation so that the pitch angle of the vehicle body is within the preset pitch angle range; or, when the pitch angle of the vehicle body is less than the lower limit value of the preset pitch angle range, the first airbag is controlled to perform an inflation operation and / or the second airbag is controlled to perform a deflation operation so that the pitch angle of the vehicle body is within the preset pitch angle range.

[0081] Based on this, corresponding posture adjustment methods are given for different pitch angles of the two vehicles to ensure the balance of the vehicle.

[0082] In some embodiments, the vehicle body posture angle includes a vehicle body roll angle, and the vehicle's airbag system includes a third airbag arranged on one side of the vehicle and a fourth airbag arranged on the other side of the vehicle; based on the vehicle body posture angle, the vehicle's airbag system is controlled to perform inflation and deflation operations so that the vehicle body posture angle is within a preset angle range, including: based on the vehicle body roll angle, controlling the third airbag and the fourth airbag to perform inflation and deflation operations so that the vehicle body roll angle is within a preset roll angle range.

[0083] In some embodiments, based on the vehicle body roll angle, the third airbag and the fourth airbag are controlled to perform inflation and deflation operations so that the vehicle body roll angle is within a preset roll angle range, including: when the vehicle body roll angle is greater than the upper limit value of the preset roll angle range, the third airbag is controlled to perform a deflation operation and / or the fourth airbag is controlled to perform an inflation operation so that the vehicle body roll angle is within the preset roll angle range; or, when the vehicle body roll angle is less than the lower limit value of the preset roll angle range, the third airbag is controlled to perform an inflation operation and / or the fourth airbag is controlled to perform a deflation operation so that the vehicle body roll angle is within the preset roll angle range.

[0084] Based on this, the embodiments of the present application provide different adjustment methods for different roll angles of the vehicle when floating on water, thereby further ensuring the stability of the vehicle.

[0085] In some embodiments, the method also includes: obtaining the motor torque of multiple wheels; when the motor torque of multiple wheels is greater than a torque threshold, controlling the motors of multiple wheels to output a maximum torque, and controlling the vehicle's airbag system to pop out the airbags set on the vehicle.

[0086] Based on this, when the torque required by the vehicle exceeds the output capacity of the motor, the vehicle cannot be effectively braked and the vehicle body stability controlled, so an external device is required for passive control. While controlling the motors of multiple wheels to output the maximum torque, the airbag system of both vehicles is controlled to pop out the airbags, which can better maintain the stability of the vehicle.

[0087] In a fifth aspect, the present application provides a vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle control method or vehicle posture adjustment method described above.

[0088] In a sixth aspect, the present application provides a computer-readable storage medium, in which instructions are stored. When the instructions are executed on a terminal, the terminal executes the vehicle control method or vehicle posture adjustment method described above.

[0089] In a seventh aspect, the present application provides a computer program product comprising instructions, and when a computer executes the above instructions, the computer executes the vehicle control method or vehicle posture adjustment method described above.

[0090] In an eighth aspect, the present application provides a chip, the chip comprising a processor and a communication interface, the communication interface and the processor are coupled, and the processor is used to run a computer program or instructions to implement the vehicle control method or vehicle posture adjustment method described above.

[0091] Specifically, the chip provided in the embodiment of the present application also includes a memory for storing computer programs or instructions. BRIEF DESCRIPTION OF THE DRAWINGS

[0092] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0093] Figure 1 A flow chart of a vehicle braking method provided in an embodiment of the present application;

[0094] Figure 2 A structural diagram of a vehicle stability control method in a wading condition provided in an embodiment of the present application;

[0095] Figure 3 A vehicle architecture diagram provided in an embodiment of the present application;

[0096] Figure 4 An architectural diagram of a control system provided in an embodiment of the present application;

[0097] Figure 5 An architectural diagram of another control system provided in an embodiment of the present application;

[0098] Figure 6 A flow chart of a vehicle control method provided in an embodiment of the present application;

[0099] Figure 7 A flow chart of a method for entering a floating water state provided in an embodiment of the present application;

[0100] Figure 8 A flow chart of a method for exiting a floating state provided in an embodiment of the present application;

[0101] Fig. 9 A schematic diagram of a floating water state provided in an embodiment of the present application;

[0102] Fig.10 A schematic diagram of another floating water state provided in an embodiment of the present application;

[0103] Fig.11 A system interaction diagram for implementing a vehicle control method provided in an embodiment of the present application;

[0104] Fig.12 A system architecture diagram for implementing a vehicle control method provided in an embodiment of the present application;

[0105] Fig.13 A flowchart of a mapping relationship provided in an embodiment of the present application;

[0106] Fig.14 A flowchart of another vehicle control method provided in an embodiment of the present application;

[0107] Fig.15 A flowchart of another vehicle control method provided in an embodiment of the present application;

[0108] Fig.16 A flow chart of a vehicle posture adjustment method provided in an embodiment of the present application;

[0109] Fig.17 A schematic diagram of a vehicle floating state provided in an embodiment of the present application;

[0110] Fig.18 A schematic diagram of another vehicle floating state provided in an embodiment of the present application;

[0111] Fig.19 A schematic diagram of another vehicle floating state provided in an embodiment of the present application;

[0112] Fig. 20 A schematic diagram of another vehicle floating state provided in an embodiment of the present application;

[0113] Fig.21 A flow chart of a vehicle emergency method provided in an embodiment of the present application;

[0114] Fig. 22 A schematic diagram of a vehicle airbag provided in an embodiment of the present application. DETAILED DESCRIPTION

[0115] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0116] In the description of this application, it should be understood that the terms "upper", "lower", "left", "right", "front", "back", "inside", "outside", etc. indicate directions or positional relationships based on the directions or relative positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on this application. Unless otherwise specified, the above-mentioned directional description can be flexibly set in the process of actual application under the condition that the relative positional relationship shown in the accompanying drawings is met.

[0117] The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise specified, "plurality" means two or more.

[0118] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection. It can be directly connected, or indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0119] In the present application, the terms "comprises", "comprising" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, article or device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, article or device including the element.

[0120] In the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.

[0121] In the description of this specification, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0122] In the related technologies, when a vehicle is in a floating state, there are indeed many challenges in controlling the vehicle, especially in terms of braking control. At present, the technical designs of most vehicles are mainly divided into the following two methods:

[0123] like Figure 1The flowchart of a vehicle braking method is shown in the figure. The vehicle can obtain the current vehicle speed and the driver's throttle depth in real time through sensors to calculate the required torque of the whole vehicle. Other factors (such as vehicle load and battery power) may also be considered in the process. Then, the calculated required torque of the whole vehicle can be reasonably distributed to the four drive motors. Among them, in the normal driving mode, this distribution may be uniform or adjusted according to the grip of the wheels. But in the wading mode, the distribution strategy will pay more attention to the stability and direction control of the vehicle.

[0124] Combination Figure 1 When the vehicle enters deep water and floats, the actual yaw rate of the vehicle is obtained. In the floating mode, the output torque of the four drive motors can be corrected in real time according to the actual yaw rate, so as to adjust the torque output of each wheel to suppress the yaw motion of the vehicle and maintain the vehicle's stable driving. This method only ensures the balance of the vehicle through the yaw rate of the vehicle in the floating mode.

[0125] like Figure 2 The figure shows an architecture diagram of a vehicle stability control method under wading conditions. By adopting a hierarchical control strategy, the stability of distributed drive electric vehicles under wading conditions can be significantly improved by refining the wading state and proposing corresponding control strategies for different situations. The method is mainly divided into three layers: reference model layer, upper controller and lower controller. Among them, the reference model layer includes driver input and reference model. The upper controller includes speed controller, yaw torque controller, slip rate controller and braking torque controller.

[0126] The lower controller includes a water sensor and can propose four control strategies for four situations: no water immersion (normal dry state), wheel immersion (wheel adhesion decreases and it is easy to slip), brake disc immersion (brake disc friction decreases and braking is insufficient or fails), and door frame immersion. (For example, no water immersion corresponds to allocation algorithm 1, wheel immersion corresponds to allocation algorithm 2, brake disc immersion corresponds to allocation algorithm 3, and door frame immersion corresponds to reminding the driver to stop).

[0127] Although this method can improve the efficiency of distributed drive electric vehicle stability control when the wheel hub motor driven wheel has a more complex wheel rim structure, poor ventilation and heat dissipation performance, and the water is not easy to drain when the wheel is wading. However, when the vehicle is submerged in water to a preset position (such as the brake disc position), it only reminds the driver, but does not design a special braking control strategy for different situations of wheel wading. This situation may make it impossible to brake the vehicle ideally in an emergency, and even increase the risk of instability.

[0128] In addition, when a vehicle enters water at high speed, the driver is likely to step on the brakes to slow down. Since the friction coefficient between water and tires is extremely low, the wheels will lock. At this time, the vehicle's braking force drops sharply, and the vehicle cannot be actively controlled to slow down to meet the driver's expectations, affecting the safety of the vehicle when the floating state is changed. The above two methods and the usual method are to shield the brake pedal signal when the vehicle is in the floating state, so that the intelligent integrated power brake (IPB) does not build pressure, but there will be the following three problems.

[0129] 1. When a user enters a wading pool at high speed and finds an obstacle ahead and needs emergency braking, after stepping on the brake pedal, the vehicle cannot actively decelerate because the signal is shielded and IPB does not generate hydraulic braking, so there is a risk of collision.

[0130] 2. When the vehicle changes from a floating state to a wading state and intends to dock, the driver steps on the brakes in the hope of stopping there. Since there is no braking force at the wheel end, the vehicle will slip.

[0131] 3. When the vehicle is driving normally, if the water-related detection system is falsely triggered, if the IPB system cannot build up pressure, the wheel end cannot generate effective braking force when the driver steps on the brake pedal, which will bring great safety hazards to driving.

[0132] In this context, in order to solve the problem in the related art that corresponding braking strategies cannot be provided for different wading states of the vehicle, the present application provides a vehicle control method, a vehicle posture adjustment method, a device and a medium, which can determine the target wading strategy corresponding to the wheel wading information through the wheel wading information of the vehicle during the wading process, while retaining the vehicle's hydraulic braking force and being able to restore a certain braking force when the wheels are locked, thereby improving the driving safety of the vehicle in a floating state.

[0133] The implementation of the embodiments of the present application will be described in detail below in conjunction with the accompanying drawings.

[0134] like Figure 3 As shown, it is a structural diagram of a vehicle provided in an embodiment of the present application, and the vehicle 300 may include a chassis 310, a body 320, and wheels 330. It is understandable that the vehicle 300 may be a fuel vehicle, an electric vehicle, a hybrid vehicle, a gas vehicle, a methanol vehicle, a solar vehicle, etc.

[0135] For example, the vehicle 300 may be a passenger vehicle such as a sedan, a sport utility vehicle (SUV), a multi-purpose vehicle (MPV), or a bus, a truck, a semi-trailer, etc. This application does not impose any specific restrictions on this.

[0136] It is understandable that the above components are merely examples of some components of the vehicle 300 and are not limitations on the specific structure of the vehicle 300.

[0137] Optionally, in order to control the vehicle, the vehicle 300 may further include a control system 340. The control system 340 may implement braking control of the vehicle 300 and posture control of the vehicle 300.

[0138] like Figure 4 As shown, it is an architecture diagram of a control system provided in an embodiment of the present application. The control system 340 may include: at least one processor 410, a transceiver 420, and a memory 430. Among them, the processor 410, the memory 430 and the transceiver 420 may be connected through a communication line.

[0139] In some embodiments, the transceiver 420 can obtain wheel wading information of the vehicle during the wading process and the body attitude angle of the vehicle when the vehicle is in a wading state, and output the wheel wading information and the body attitude angle to the processor.

[0140] In some embodiments, the processor 410 may perform braking control on the vehicle according to the received wheel wading information and adjust the vehicle posture according to the received vehicle body posture angle.

[0141] Among them, the processor 410 can be a chip. The chip can include five categories: logic chip, storage chip, sensor chip, power chip and communication chip. Among them, the processor type mainly undertakes specific calculation and control tasks in the system, such as MCU, CPU, GPU, NPU, etc. The storage type mainly undertakes the chip for data storage in the system, as well as some storage controller chips, such as DRAM, SRAM, Flash, etc. The sensor type mainly undertakes the chips for information collection, presentation and interaction in the system, such as input and output devices, part of the signal processing chip, etc. The communication type (wired and wireless) mainly undertakes the chips for communication functions in the system, such as some Ethernet chips, switching chips, wide area and local area network, point-to-point and self-organizing network chips, and auxiliary communication filtering, amplification, power and other devices can belong to this category. WiFi, Bluetooth, 5G baseband, GPS, NB-IoT, network card, switch, etc. that are commonly known to the public can be classified into this category.

[0142] The communication line may include a channel for transmitting information between the above components.

[0143] The memory 430 may be a read-only memory (ROM) or other types of static storage devices that can store static information and instructions, a random access memory (RAM) or other types of dynamic storage devices that can store information and instructions, or an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, optical disc storage (including compressed optical discs, laser discs, optical discs, digital versatile discs, Blu-ray discs, etc.), a magnetic disk storage medium or other magnetic storage device, or any other medium that can be used to include or store desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited to these.

[0144] In one possible design, the memory 430 can exist independently of the processor 410, that is, the memory 430 can be a memory outside the processor 410. In this case, the memory 430 can be connected to the processor 410 through a communication line to store execution instructions or application code, and the processor 410 controls the execution to implement the network quality determination method provided in the following embodiment of the present application. In another possible design, the memory 430 can also be integrated with the processor 410, that is, the memory 430 can be the internal memory of the processor 410. For example, the memory 430 is a high-speed cache that can be used to temporarily store some data and instruction information.

[0145] As an implementable manner, the processor 410 may include one or more CPUs.

[0146] like Figure 5 FIG. 3 is a block diagram of another control system provided in an embodiment of the present application. The control system 340 may include: a floating module 510 , an execution control module 520 and an emergency floating module 530 .

[0147] The water wading and floating module 510 is used to determine whether the vehicle meets the conditions for entering the water wading and floating modes, detect the water wading and floating states of the four wheels of the vehicle, and provide necessary judgment basis for the execution of the later actuators. Among them, the water wading and floating module 510 includes a water wading and floating state control unit and a water wading and floating state detection unit. The water wading and floating state control unit is used to determine whether the vehicle enters / exits the water wading and floating mode, and the water wading and floating state detection unit is used to determine the specific stage of the vehicle in the water wading and floating state.

[0148] The execution control module 520 is used to perform safe active control on the vehicle. The execution control module 520 includes a motor start and brake control unit, a motor torque estimation unit, and a body posture correction unit. The motor start and brake control unit is used to control the motor and brake system of the vehicle in combination with the vehicle's wading state. The motor torque estimation unit is used to calculate the torque of the starter motor and distribute the calculated torque. The body posture correction unit is used to adjust the vehicle's posture according to the body posture angle to ensure the stability of the vehicle's floating driving.

[0149] The emergency floating module 530 is used to pop out the airbag provided on the vehicle when the vehicle enters the emergency warning state to ensure the balance of the vehicle. The emergency floating module 530 includes a manual unit for manually entering the emergency mode and an automatic unit for starting to enter the emergency mode.

[0150] It should be noted that the control system described in the embodiment of the present application is to more clearly illustrate the technical solution of the embodiment of the present application, and does not constitute a limitation on the technical solution provided in the embodiment of the present application. It is known to those skilled in the art that with the evolution of electronic devices and the emergence of other electronic devices, the technical solution provided in the embodiment of the present application is also applicable to similar technical problems. The methods in the following embodiments can all be implemented in a control system having the above hardware structure.

[0151] The vehicle control method provided by the embodiment of the present application is described in detail below with reference to the accompanying drawings.

[0152] The vehicle control method of the embodiment of the present application can be applied to the braking control of the vehicle. Figure 6 As shown, the vehicle control method may include steps 601 and 602. Step 601 may also be referred to as a "vehicle status acquisition" process, and step 602 may be referred to as a "vehicle control" process. Steps 601 and 602 are described in detail below.

[0153] Step 601: Get vehicle status.

[0154] The vehicle state at least includes a state of entering water and floating in water, a state of floating in water, and a state of exiting water and floating in water. The vehicle state can be determined according to the wading depth of the wheels.

[0155] In some embodiments, the control system can determine the wading depth of the four wheels through a water depth sensor and a water pressure sensor.

[0156] In some embodiments, Figure 7As shown, the wading depths of the four wheels are obtained. When the wading depths of at least two wheels are less than the first threshold and greater than the second threshold, the control system can determine that the wheels are in the wading state, and then turn on the vehicle wading flag to make the vehicle enter the wading mode. If the wading depths of at least two wheels are greater than the first threshold and less than the second threshold, the control system continues to obtain the wading depths of the four wheels.

[0157] Furthermore, when the vehicle enters the wading mode, the control system can continuously update the wading depth of the four wheels through the vehicle's suspension height (due to the buoyancy of water, the suspension height will increase), wheel speed, and vehicle speed. When the wading depth of the four wheels is greater than the first threshold, the wheels are in a floating state, and the vehicle floating flag can be turned on, and the vehicle enters the floating mode. If the wading depth of the four wheels is less than the first threshold, the control system continues to continuously update the wading depth of the four wheels.

[0158] Similarly, if Figure 8 As shown, the control system continuously obtains the wading depths of the four wheels. When the wading depths of at least two wheels are less than the first threshold and greater than the second threshold, the control system turns off the vehicle's floating mode, that is, the vehicle exits the floating mode and switches to the wading mode. If the wading depths of at least two wheels are greater than the first threshold and less than the second threshold, the control system continues to obtain the wading depths of the four wheels.

[0159] Furthermore, when the wading depth of the four wheels is less than the second threshold, the control system can determine that the wheels are not wading and turn off the wading mode of the vehicle, that is, the vehicle exits the wading mode. If the wading depth of the four wheels is greater than the second threshold, the control system continues to update the wading depth of the four wheels.

[0160] In some other embodiments, when the wading depth of at least two wheels is greater than a first threshold, the suspension height is greater than a preset height, and the slip rate is greater than a preset threshold, the control system can turn on the vehicle floating flag to put the vehicle into floating mode.

[0161] Similarly, when the wading depth of at least two wheels is less than the first threshold, the suspension height is less than the preset height and the slip rate is less than the preset threshold, the control system can turn off the vehicle floating flag to make the vehicle exit the floating mode.

[0162] As a possible implementation of step 601: during the vehicle wading process, the control system may divide the vehicle's wading state into three stages and six states according to the wheel wading information.

[0163] Among them, the three stages may be a water entry stage, a floating stage and a water exit stage.

[0164] Specifically, Fig. 9As shown, the water entry stage mainly includes two states: State 1: the wading depth of the two front wheels is less than the first threshold and greater than the second threshold, and the wading depth of the two rear wheels is less than the second threshold. That is, the front two wheels are wading, and the rear two wheels are not wading. State 2: The wading depth of the two front wheels is greater than the first threshold, and the wading depth of the two rear wheels is less than the first threshold and greater than the second threshold. That is, the front two wheels are floating, and the rear two wheels are wading.

[0165] The floating stage mainly includes two states, combined with Fig. 9 As shown, state 3: the wading depth of the two front wheels and the two rear wheels is greater than the first threshold. That is, the front double wheels and the rear double wheels are both in a floating state. In this state 3, the body posture is that the front of the vehicle sinks. The reason for the sinking of the front of the vehicle is the uneven distribution of the cavity of the whole vehicle (the cavity part of the front of the vehicle accounts for a small proportion and cannot obtain effective buoyancy). The body posture can be corrected. State 4: Both the front double wheels and the rear double wheels are in a floating state, and the vehicle is in a hovering state and is relatively static.

[0166] The water discharge stage mainly includes two states, combined with Fig. 9 As shown, state 5: the wading depth of the two front wheels is less than the first threshold and greater than the second threshold, and the wading depth of the two rear wheels is greater than the first threshold. That is, the front two wheels are wading, and the rear two wheels are floating. In this state, the vehicle is still in the floating mode. State 6: The wading depth of the two front wheels is less than the second threshold, and the wading depth of the two rear wheels is less than the first threshold and greater than the second threshold. That is, the front two wheels are not wading, and the rear two wheels are wading. In this state, the vehicle is in the wading mode.

[0167] Step 602: Control the vehicle based on the target braking control strategy corresponding to the vehicle state.

[0168] In the embodiment of the present application, when the driver steps on the brake in different wading states of the vehicle, different motor start and hydraulic braking schemes are adopted. The brake control in the vehicle control method provided in the embodiment of the present application can cooperate with the motor start judgment. If the motor is started (the status flag is high), the hydraulic brake at the corresponding position is turned off (the signal status flag is low); if the hydraulic brake signal of the wheel is started, the motor at the corresponding position is not started. This method is to prevent the motor and brake from working at the same time, causing the motor to be blocked, affecting the service life and safety of the motor. For details, please refer to the following implementation method.

[0169] As a possible implementation of step 602: when it is determined that the vehicle is in a wading state and a first braking request is received, the first wheel is in a floating state, the second wheel is in a wading state, a first braking force is applied to the first wheel, and a first torque is applied to the second wheel or no first torque is applied.

[0170] Among them, one of the first wheel and the second wheel is a front wheel, and the other is a rear wheel.

[0171] Specifically, the braking system of the first wheel is controlled to apply a first braking force to the first wheel; when the first wheel is locked during braking, the motor of the second wheel is controlled to apply a first torque to the second wheel to drive the second wheel to rotate; when the first wheel is not locked during braking, the first torque is not applied to the second wheel.

[0172] In a possible implementation, if the second wheel is a front wheel, the motor of the second wheel is controlled to output a first torque to drive the second wheel to rotate.

[0173] In some embodiments, if the second wheel is a front wheel, the control system may control the motor of the second wheel to apply a first torque to the second wheel to drive the second wheel to reverse.

[0174] For example, Fig.10 As shown, taking the first wheel as the rear wheel and the second wheel as the front wheel as an example, the front double wheels are in a floating state and the rear double wheels are in a wading state. Fig. 9 In the state 2 shown, the two first wheels are in a wading state and the two second wheels are in a floating state.

[0175] The control system can control the braking systems of the two rear wheels to brake the rear wheels in the wading state, and determine whether the two rear wheels are locked during the braking process. If the two rear wheels are locked, it means that the vehicle's required torque exceeds the braking force range that the two rear wheels can provide. In this case, it is necessary to control the motors of the two front wheels to drive the front wheels to reverse and perform active braking to meet the vehicle's braking needs.

[0176] If the two rear wheels are not locked, it means that the hydraulic brake is working in the linear area, and the two rear wheel brakes can meet the driver's braking needs without starting the motors that control the two front wheels.

[0177] In a possible implementation, the first torques of the two second wheels are equal, and the sum of the first torques of the two second wheels is determined based on the total longitudinal force of the vehicle, the radius of the second wheels, and the transmission efficiency.

[0178] The total longitudinal force of the vehicle is the force required to adjust the vehicle from the current longitudinal velocity to the desired longitudinal velocity.

[0179] For example, the control system can be controlled by a core electronic control unit (VCU) and the longitudinal force F X , calculate the anti-drag torque required to be applied by the two front-wheel motors, and evenly distribute the anti-drag torque required by the entire vehicle to the two front-wheel motors.

[0180] Specifically, the control system can calculate the current longitudinal vehicle speed Vx The target vehicle speed V expected by the driver d The difference v The control system will v Substituting into the following formula 1, the total longitudinal force required by the vehicle is calculated using the PID control algorithm:

[0181] Formula 1;

[0182] Among them, F X is the total longitudinal force required by the vehicle.

[0183] The control system calculates the total longitudinal force F required by the vehicle X Substitute into the following formula 2 to calculate the torque generated by wheel braking:

[0184] Formula 2;

[0185] Where r is the tire radius, T wheel is the torque.

[0186] The control system converts the torque T wheel Substituting into the following formula 3, the actual motor torque output is calculated, which is the sum of the first torques of the two front wheel motors:

[0187] Formula 3;

[0188] Among them, η e is the transmission efficiency, T motor It is the sum of the first torques of the two front wheel motors.

[0189] Accordingly, the control system can evenly distribute the sum of the first torques of the two front-wheel motors to the front dual-wheel motors, thereby generating deceleration and performing feedback control simultaneously.

[0190] It should be noted that, when the front dual wheels are in a floating state and the rear dual wheels are in a wading state (state 2), it is considered that the driver has decelerated and stopped the vehicle, and therefore the target vehicle speed is zero.

[0191] In yet another possible implementation, if the second wheel is a rear wheel, the motor of the second wheel is controlled to output a first torque to drive the second wheel to rotate.

[0192] In some embodiments, if the second wheel is a rear wheel, the control system may control the motor of the second wheel to apply a first torque to the second wheel to drive the second wheel to rotate forwardly.

[0193] For example, Fig.10 As shown, taking the first wheel as the front wheel and the second wheel as the rear wheel as an example, the front double wheels are in a wading state, and the rear double wheels are in a floating state. Fig. 9In the state 5 shown, the two first wheels are in a wading state and the two second wheels are in a floating state. That is, the control system can control the braking systems of the two front wheels to brake the front wheels in the wading state to prevent the vehicle from slipping.

[0194] Furthermore, the control system determines whether the two front wheels are locked during the braking process. If the two front wheels are locked, it means that the braking force of the two front wheels is insufficient to offset the gravity component of the vehicle in the slope direction. The control system controls the motors of the two rear wheels to drive the rear wheels to rotate forward to prevent the vehicle from slipping and meet the vehicle's braking needs.

[0195] If the two front wheels are not locked, it means that the braking force of the two front wheels can offset the gravity component of the vehicle in the slope direction, and there is no need to start the motors of the two rear wheels.

[0196] In a possible implementation, the second torques of the two second wheels are equal, and the sum of the second torques of the two second wheels is determined based on the braking force of the second wheels, the radius of the second wheels, and the transmission efficiency.

[0197] It is understandable that, combined with Fig. 9 As shown, the front wheels in the water are braked. When the front wheels are locked, the purpose of controlling the rear wheels floating on the water to rotate forward is to prevent the vehicle from slipping. When the two front wheels are locked, it means that the braking force of the two front wheels is not enough to offset the gravity component of the vehicle in the slope direction, so the motors of the two rear wheels rotate forward to prevent the vehicle from slipping. The control system can calculate the braking force that the two front wheels can provide, and then estimate the gravity component of the whole vehicle in the slope direction, and finally calculate the torque that needs to be applied to the two rear wheels, and evenly distribute it to the motors of the two rear wheels.

[0198] For example, the control system can estimate the sliding friction coefficient of the wading road surface based on historical data and empirical formulas. Substituting the sliding friction coefficient into the following formula 4, the braking force F when the two front wheels are locked is calculated. max :

[0199] Formula 4;

[0200] Where N is the vertical load of the front wheel, μ slide is the sliding friction coefficient, μ slide The value can be between 0.3 and 0.5. The control system can obtain the buoyancy of the vehicle according to the vehicle mass and the floating depth, thereby obtaining the vertical load of the front wheel. The buoyancy of the vehicle in the floating state can be estimated by simulating the vehicle's entry into the water through three-dimensional modeling software and computational fluid dynamics (CFD) simulation.

[0201] The control system can substitute the vehicle mass mg into the following formula 5 to calculate the slope force F slope :

[0202] Formula 5;

[0203] Where θ is the slope angle.

[0204] Then, the control system converts the slope force F slope and the braking force F when the front wheel is locked max Substituting into the following formula 6, the braking force required for the rear wheel can be obtained.

[0205] Formula 6;

[0206] Among them, F break The braking force required for the rear wheels.

[0207] The control system converts the required braking force of the rear wheel into the torque of the rear wheel motor, that is, substitutes the required braking force of the rear wheel into the following formula 7:

[0208] Formula 7;

[0209] Among them, T break is the torque of the rear wheel motor, and r is the radius of the rear wheel.

[0210] The control system applies the torque T of the rear wheel motor to break Substituting into the following formula 8, the sum of the second torques of the two rear wheel motors is calculated:

[0211] Formula 8;

[0212] Among them, η e is the transmission efficiency, T motor It is the sum of the first torques of the two rear wheel motors.

[0213] As another possible implementation of step 602: when it is determined that the vehicle is in a floating state and a second braking request is received, the braking system is controlled not to execute the second braking request, and the motor is controlled to reverse according to the second braking request to control the vehicle's wheels to reverse and achieve floating braking.

[0214] Specifically, it may be determined that the vehicle is in the floating state according to one or a combination of the road type of the road on which the vehicle is located, the wading depth of the vehicle, and the actual suspension height of the vehicle.

[0215] In some embodiments, determining that the vehicle is in a floating state includes: when the wading depth of the vehicle exceeds the target depth threshold, determining that the vehicle is in a floating state. The wading depth can be determined based on the installation height of the water depth sensor and the obtained detection height, and the detection height is the distance between the water depth sensor and the water surface; the target depth threshold can be determined based on the mass, volume, and density of the medium (such as ordinary water, turbid water, seawater, etc.) of the vehicle or a combination thereof, which can be obtained through a vehicle floating experiment. It should be understood that when at least one of the mass, volume, and density of the medium of the vehicle is constant, the floating position of the vehicle in the water (i.e., the wading depth) is also constant. In the experiment, the vehicle can be placed in different water levels to obtain multiple floating positions (such as those that can be obtained when the vehicle is stable), and then the multiple floating positions can be statistically analyzed, such as taking an average, so as to determine the target depth threshold corresponding to the vehicle when floating, such as a value less than the average value, and the difference with the average value is small, and the difference is less than the target difference threshold (which can be a value close to 0).

[0216] Specifically, when the vehicle is wading, see Fig.11 , the water depth sensor (such as ultrasonic radar) can obtain the wading depth of the vehicle based on its own installation height and the detected height from the water surface. For example, the water depth sensor is installed below the exterior rearview mirrors on both sides of the vehicle. Through the ultrasonic principle, the difference ΔT between the time T1 when the sound wave is emitted from the water depth sensor to the water surface and the time T2 when the sound wave is received can be calculated. According to ΔT, the height H1 of the water depth sensor from the water surface can be calculated, that is, H1 = c*ΔT / 2, where c is the speed of the sound wave. Combined with the installation height of the water depth sensor (that is, the height of the water depth sensor from the ground) H2, the wading depth H0 of the vehicle can be obtained, that is, H0 = H2-H1. Among them, the installation height of the water depth sensor can also be obtained by calculation, the principle is the same as calculating H1; it can also be obtained by pre-measurement.

[0217] After calculating the wading depth, the wading depth is sent to the VCU, and the VCU compares the wading depth with the target depth threshold. If the wading depth does not exceed the target depth threshold, it means that there is less water on the ground, the wheels will not leave the ground, will not float on the water, and the vehicle can travel normally on land. If the wading depth exceeds the target depth threshold, it means that there is more water on the ground, the wheels leave the ground and float in the water, and the vehicle cannot travel normally on the ground, that is, it is determined that the vehicle is in a floating state. In this way, it is possible to determine whether the vehicle is in a floating state based on the size relationship between the vehicle's wading depth and the target depth threshold.

[0218] In some embodiments, determining that the vehicle is in a floating state includes: when the suspension of the vehicle is in a free-falling state (which may mean that the suspension is only affected by its own weight) and the actual suspension height of the suspension exceeds a target height threshold, determining that the vehicle is in a floating state, wherein the target height threshold may be determined based on actual conditions.

[0219] Specifically, when the suspension height of the vehicle exceeds the target height threshold, it means that the wheels have left the ground, and the suspension of the vehicle is affected by its own weight and is in a free-falling state. The suspension height of the vehicle will increase compared to when it is on the ground. For example, the Hall-type vehicle height sensor installed on the chassis can sense the vehicle suspension height in real time, and send the sensed suspension height to the VCU. When the suspension height exceeds the target height threshold, the VCU can determine that the vehicle is in a floating state. When the suspension height of the vehicle does not exceed the target height threshold, it means that the wheels have not left the ground, and the suspension height of the vehicle has not changed due to the influence of weight, that is, the vehicle is not in a floating state.

[0220] In this embodiment, if Fig.11 , Fig.12 As shown, the vehicle may be a four-wheel drive vehicle, and each of the four driving wheels (left front FL wheel, right front FR wheel, left rear RL wheel and right rear RR wheel) of the vehicle is provided with a corresponding suspension to form an active suspension system. To improve the accuracy of the judgment, the VCU may determine that the vehicle is in a floating state when at least two of the actual suspension heights of the four active suspensions exceed the target height threshold.

[0221] In some embodiments, determining that the vehicle is in a floating state includes: when the road surface type is a wading section and the wading depth exceeds a target depth threshold, determining that the vehicle is in a floating state. Fig.12 , Fig.11 As shown, the road type can be obtained based on the road image collected by the vehicle's camera perception module.

[0222] Specifically, in order to improve the accuracy of the judgment, the road surface and wading depth of the vehicle can be judged at the same time. Fig.12 , the number of camera perception modules can be two, such as being respectively set at the front and rear ends of the vehicle. When the road surface images collected by the two camera perception modules determine that the vehicle is in a wading section, the VCU determines that the road surface type on which the vehicle is located is a water surface. At the same time, when the wading depth exceeds the target depth threshold, the VCU determines that the vehicle is in a floating state. Therefore, compared with the above judgment based only on the wading depth, judging whether the vehicle is in a floating state by the road surface and wading depth of the vehicle can improve the accuracy and reliability of the judgment.

[0223] In some embodiments, determining that the vehicle is in a floating state includes: when the road surface type is a wading section and the actual suspension height exceeds a target suspension height threshold, determining that the vehicle is in a floating state.

[0224] Compared with the above judgment based only on the actual suspension height, judging whether the vehicle is in a floating state based on the road surface on which the vehicle is located and the actual suspension height can improve the accuracy and reliability of the judgment.

[0225] In some embodiments, determining that the vehicle is in a floating state includes: when the road surface type is a wading section, the wading depth exceeds a target depth threshold, and the actual suspension height exceeds a target height threshold, determining that the vehicle is in a floating state.

[0226] Specifically, when the wading depth exceeds the target depth threshold and the suspension height exceeds the target height threshold (such as all four suspension heights exceed the target height threshold), the VCU determines that the vehicle is in a floating state. Compared with the above judgment based on one or two of the road surface type, wading depth, and actual suspension height, judging whether the vehicle is in a floating state based on the road surface type, wading depth, and actual suspension height can further improve the accuracy and reliability of the judgment.

[0227] The second braking request may be input through a button (for example, the button is a rotary button, and the braking degree may be determined by the rotation angle), a control (such as a braking control on the braking interface of the vehicle terminal, and a quantitative value representing the braking degree may be input through the braking control); it may also be input through the vehicle's brake pedal, for example, when the brake pedal depth exceeds a target depth threshold, it is determined that a braking request has been received, the target depth threshold may be set as needed, and the brake pedal depth may be determined by a braking system (which may be integrated in Fig.11 , Fig.12 The depth of the brake pedal is detected by the brake pedal depth sensor set in the electronic stability system shown in the figure.

[0228] like Fig.11As shown, when the VCU determines that the vehicle is in a floating state and receives a second braking request, such as obtaining the brake pedal depth sent by the electronic stability system, and the brake pedal depth exceeds the target depth threshold, considering that the vehicle is currently in a floating state, if the braking system adopts a traditional control strategy (i.e., the brake decompression is not shielded), the wheel cylinder generates brake hydraulic pressure, which is easy to cause the wheel to lock, and the motor torque reversal cannot be performed, so that the braking deceleration is completely provided by the resistance of the water, which cannot meet the driver's expectations, and there are problems such as high loss and low efficiency. For this reason, the present application is set to adopt an innovative and efficient braking strategy when the vehicle is in a floating state and there is a braking demand: control the braking system (such as a hydraulic braking system) not to execute the second braking request (at this time, the braking system can be considered to be in a non-working state), and accurately control the vehicle's motor to reverse, thereby driving the wheel end to produce a corresponding reversal action, thereby quickly realizing floating braking to meet the driver's expectations. This motor reversal braking method not only has a fast response speed, but also has higher reliability and can achieve more effective braking under extreme conditions such as a floating state than the hydraulic braking of a traditional braking system. This design not only improves the safety of the vehicle in emergency situations, but also demonstrates the achievements of this application in vehicle braking technology.

[0229] Corresponding to braking in the floating state, in some embodiments of the present application, when it is determined that the vehicle has exited the floating state and a second braking request is received, the braking system is controlled to execute the second braking request.

[0230] The method for obtaining the second braking request may refer to the method for obtaining the second braking request described above.

[0231] Corresponding to the non-working state, the state of the brake system can also be divided into a standby state and an execution state. When it is determined that the vehicle is in a non-floating state (such as switching from a floating state to driving on land), the brake system can be controlled to be in a standby state. At this time, if a second braking request is received, the brake system can quickly enter the execution state, that is, respond to the second braking request.

[0232] By controlling the braking system to be in a standby state in a non-floating state, the braking system can quickly respond to a second braking request from land, thereby avoiding driving safety issues when the braking system cannot respond to the braking request in time.

[0233] In some embodiments, the step of controlling the motor to reverse according to the second braking request includes: obtaining the brake pedal depth corresponding to the second braking request, and obtaining the vehicle speed and steering wheel angle; obtaining the target braking torque according to the brake pedal depth, vehicle speed and steering wheel angle; and controlling the motor to reverse according to the target braking torque.

[0234] The brake pedal depth can be detected by a brake pedal depth sensor, or determined according to the above-mentioned braking degree; the vehicle speed can be detected by a vehicle speed sensor, or by the wheel speed detected by a wheel speed sensor combined with the position detected by a global positioning system (GPS) (see Fig.11 , Fig.12 ); The steering wheel angle can be detected by a steering wheel angle sensor provided in the steering system.

[0235] As an implementation method, the target braking torque may be determined based on the brake pedal depth, vehicle speed, and steering wheel angle in combination with a preset relationship.

[0236] Among them, the preset relationship can be the correspondence between the preset brake pedal depth, vehicle speed and steering wheel angle, and the torque; it can also be the correspondence between the preset interval data of the brake pedal depth, vehicle speed and steering wheel angle, and the torque.

[0237] Specifically, the above-mentioned preset relationship can be obtained in advance through experiments and can be stored in the form of a table. During the experiment, the vehicle is in a floating state. After the brake pedal depth, vehicle speed and steering wheel angle are determined, they remain unchanged, and the time taken to decelerate and stop under different target torques is obtained, and the time taken is less than or equal to the target time and meets other requirements, such as the target torque required for economy, is stored in the table. After that, one of the brake pedal depth, vehicle speed and steering wheel angle is changed (it can be changed within the corresponding interval), and the above process is continued until a table covering various floating conditions is obtained to meet the braking requirements of floating conditions. In order to reduce the table lookup time and table size, the data in the table can be converted. For example, the correspondence between the point (brake pedal depth, vehicle speed and steering wheel angle) and the point (target torque) in the table can be converted into the correspondence between the interval (brake pedal depth, vehicle speed and steering wheel angle) and the point (target torque).

[0238] After the table is obtained, the table can be stored. Later, during actual driving, if the vehicle is in a floating state and the brake pedal depth exceeds the target depth threshold, the target braking torque can be obtained by looking up the table according to the brake pedal depth, the vehicle speed and the steering wheel angle.

[0239] As another implementation, the brake pedal depth, the vehicle speed and the steering wheel angle may be input into a pre-established model to obtain the target braking torque.

[0240] In this embodiment, the correspondence between different brake pedal depths, different vehicle speeds, and different steering wheel angles and the target torque can be obtained according to the above table lookup experiment, and then the correspondence is modeled, and the obtained model can be a three-dimensional (i.e., brake pedal depth, vehicle speed, and steering wheel angle) function. When in use, the VCU can call the three-dimensional function to obtain the target brake torque according to the brake pedal depth, vehicle speed, and steering wheel angle.

[0241] In some embodiments, in order to improve control stability, the longitudinal acceleration of the vehicle may also be acquired, and the target braking torque may be obtained according to the brake pedal depth, the vehicle speed, the longitudinal acceleration and the steering wheel angle.

[0242] Specifically, see Fig.11 , Fig.12 , the longitudinal acceleration of the vehicle can be collected through the yaw rate sensor (inertial measurement unit, IMU). After determining that the second braking request is received, the target braking torque can be obtained according to the brake pedal depth, the vehicle speed, the longitudinal acceleration and the steering wheel angle. The method for obtaining the target braking torque here can refer to the above-mentioned method for obtaining the target braking torque according to the brake pedal depth, the vehicle speed and the steering wheel angle, such as looking up a table, using a pre-established model, etc. Among them, refer to Fig.12 , IMU can be integrated in VCU.

[0243] After the target braking torque is obtained, the motor of the vehicle can be controlled to reverse according to the target braking torque to drive the wheels of the vehicle to reverse and realize the floating braking function.

[0244] In some embodiments, the vehicle includes a motor, which is on the same drive shaft and corresponds to two wheels; the step of controlling the motor to reverse according to the target braking torque includes: controlling the motor to drive the corresponding two wheels to reverse according to the target braking torque.

[0245] In this embodiment, the vehicle is a two-wheel drive vehicle, and the two driving wheels are controlled by the same motor, which is on the same driving shaft. When the driving shaft is the front shaft, the vehicle is a front-wheel drive vehicle, and the motor can be controlled according to the target braking torque to drive the two front wheels to reverse to achieve braking in a floating state; when the driving shaft is the rear shaft, the vehicle is a rear-wheel drive vehicle, and the motor can be controlled according to the target braking torque to drive the two rear wheels to reverse to achieve braking in a floating state.

[0246] In some embodiments, the vehicle includes at least two motors, each motor corresponding to at least one wheel (for example, when including two motors, each motor may correspond to one wheel, or each motor may correspond to two wheels, or one motor may correspond to one wheel and the other motor may correspond to two wheels; when including three motors, one motor may correspond to two wheels and the other two motors may each correspond to one wheel); the target braking torque includes at least two sub-braking torques; the step of controlling the reversal of the motor according to the target braking torque includes: controlling the reversal of the corresponding motor according to each sub-braking torque, wherein the target braking torque is the sum of the at least two sub-braking torques.

[0247] For example, a vehicle includes two motors, the two motors are on the same drive shaft, each motor corresponds to one wheel, that is, the vehicle is a front-wheel drive vehicle or a rear-wheel drive vehicle, and the two drive wheels can be independently controlled, and the target braking torque includes two sub-braking torques. At this time, the motor corresponding to each sub-braking torque can be controlled to reverse, wherein the target braking torque is the sum of the two sub-braking torques.

[0248] In some embodiments, the vehicle includes four motors, each motor corresponds to one wheel, that is, the vehicle is a four-wheel drive vehicle (and each wheel is driven independently); the step of controlling the motor reversal according to the target braking torque includes: when the target braking torque does not exceed the sum of the maximum output torques of the two motors at the same end of the vehicle (such as the front end or rear end of the vehicle), controlling the two motors at the first end of the vehicle to reverse according to the target braking torque; when the target braking torque exceeds the sum of the maximum output torques of the two motors at the same end of the vehicle, controlling the four motors to reverse according to the target braking torque.

[0249] The first end may be a front end or a back end, and one of them may be selected by default for control, or may be automatically selected randomly, or may be selected by the user.

[0250] Specifically, the target braking torque may include two sub-braking torques or four sub-braking torques. When the target braking torque does not exceed the sum of the maximum output torques of the two motors at the same end, the target braking torque includes two sub-braking torques, and the two motors at the first end corresponding to each sub-braking torque may be controlled to reverse according to each sub-braking torque, wherein the target braking torque is the sum of the two sub-braking torques. When the target braking torque exceeds the sum of the maximum output torques of the two motors at the same end, the target braking torque includes four sub-braking torques, and the motors corresponding to each sub-braking torque may be controlled to reverse according to each sub-braking torque, wherein the target braking torque is the sum of the four sub-braking torques.

[0251] When controlling the motor to reverse, refer to Fig.11On the one hand, the VCU can send the FL motor target torque (the target torque of the left front wheel motor) to the FL_MCU (the left front wheel motor control unit) so that the FL_MCU can control the FL motor according to the FL motor target torque and the FL motor actual torque; on the other hand, the FL_MCU can feed back the FL motor actual torque to the VCU, and the VCU can generate a control signal according to the FL motor target torque and the FL motor actual torque to control the FL motor through the FL_MCU. Similarly, the VCU can control the right front wheel motor, the left rear wheel motor and the right rear wheel motor, so that the vehicle can achieve the floating braking function and meet the driver's braking expectations. In addition, when the vehicle is in the floating state, the deceleration generated by the reversal of the wheel motor significantly exceeds the deceleration generated when the brake hydraulic wheel is locked, which can greatly reduce the collision risk of the vehicle when floating on water. See Fig.11 , the above wheel-side motors are all indicated by M, Fig.11 The target torque of each motor in refers to the sub-braking torque corresponding to each of the above motors.

[0252] In some embodiments of the present application, after the target braking torque is obtained, the target braking torque is further subjected to torque smoothing. For example, the motor output torque may be controlled according to the target torque growth rate until the target braking torque is reached. The target torque growth rate may be set as required in order to achieve smoothing of the target braking torque.

[0253] Through torque smoothing, the rate of increase of the target torque can be limited to avoid adverse riding experience and reduced transmission system life.

[0254] In some embodiments of the present application, controlling the braking system not to execute the second braking request includes: sending a request signal for shielding the braking to establish a braking hydraulic function to the braking system of the vehicle, and determining that a successful shielding signal for the request signal fed back by the braking system is received.

[0255] Specifically, the VCU can receive the brake pedal depth from the brake system in real time and determine whether the brake pedal depth exceeds the target depth threshold. If so and the vehicle is in a floating state, the VCU sends a request signal to the brake system to shield the brake to establish the brake hydraulic pressure function. After receiving the request signal, the brake system detects that the user has stepped on the brake pedal, but does not allow the four wheel cylinders to establish brake hydraulic pressure, and at the same time feeds back the function shielding result status to the VCU, see Fig.11 After the VCU receives the shielding result status fed back by the braking system, if it is determined that the shielding result of the braking system function is successful, the subsequent step of controlling the motor of the vehicle to reverse according to the second braking request is executed.

[0256] Accordingly, if the request signal received by the braking system from the VCU for shielding the braking to establish the braking hydraulic pressure function is empty, or if the duration of the brake pedal depth exceeding the target depth threshold reaches a certain threshold and the braking system still does not receive the request signal sent by the VCU, the braking system performs the normal braking to establish the braking hydraulic pressure function.

[0257] In some embodiments of the present application, before the step of controlling the motor reversal of the vehicle according to the second braking request, the method also includes: when it is determined that there is an obstacle in the direction of travel of the vehicle, determining a target braking distance, the target braking distance being determined according to the distance between the obstacle and the vehicle.

[0258] In this embodiment, the step of controlling the motor of the vehicle to reverse according to the second braking request includes: controlling the motor to reverse according to the target braking distance and the vehicle speed to output a target braking torque corresponding to the braking request to achieve braking of the vehicle within the target braking distance.

[0259] Specifically, the camera sensing module, vehicle-mounted radar, etc. on the vehicle can be used to detect whether there are obstacles in the direction of travel of the vehicle. If there are obstacles, the distance between the vehicle and the obstacle is calculated to determine the target braking distance. To ensure safety, the target braking distance can be set to be smaller than the distance between the vehicle and the obstacle. Afterwards, after receiving the second braking request (which can be characterized as braking the vehicle within the target braking distance), the motor is controlled to reverse according to the target braking distance and vehicle speed to output the target braking torque corresponding to the second braking request. For example, the target braking torque can be obtained by looking up the table according to the target braking distance and vehicle speed, and the motor is controlled to reverse according to the target braking torque to drive the wheel end to reverse and achieve floating braking, thereby preventing the vehicle from colliding with the obstacle.

[0260] In some embodiments of the present application, after determining that the vehicle is in a floating state, the vehicle can also be controlled to perform floating steering, floating driving, etc., so that the vehicle can achieve more functions and meet more needs of users.

[0261] For example, after determining that the vehicle is in a floating state, when a steering request is received, at least one motor on one side of the vehicle is controlled to rotate in reverse according to the steering request, and the motor on the other side rotates forward or is in a non-working state, so as to realize the floating steering function. For another example, after determining that the vehicle is in a floating state, when a drive request is received, at least two motors are controlled to rotate in reverse according to the drive request, so as to realize the floating drive function, wherein the at least two motors are two coaxial motors.

[0262] The steering request can be determined according to the steering wheel angle. When the steering wheel angle exceeds the target angle threshold and the vehicle is turning left, at least one motor on the left side of the vehicle can be controlled to reverse, and the motor on the right side can be controlled to rotate forward or be in a non-working state. When the steering wheel angle exceeds the target angle threshold and the vehicle is turning right, at least one motor on the right side of the vehicle can be controlled to reverse, and the motor on the left side can be controlled to rotate forward or be in a non-working state. The drive request can be determined according to the accelerator pedal depth. When the accelerator pedal depth exceeds the accelerator depth threshold, the two motors of the first axis can be controlled to reverse. The first axis can be the front axis or the rear axis.

[0263] For example, Fig.10 As shown, if the current vehicle speed is zero, it is determined that the driver intends to brake and hover, and the control system controls the braking systems of the two rear wheels to perform hydraulic braking control on the rear wheels, that is, Fig. 9 State 4. The two front wheel motors rotate forward to control the vehicle body sway through the differential torque to offset the vehicle sway caused by water flow, wind speed and steering wheel rotation, that is, rear double wheel braking and front wheel differential torque control.

[0264] Another example, such as Fig.10 As shown, the vehicle is in a forward driving state, the first wheel is a rear wheel, and the second wheel is a front wheel. Fig. 9 In state 3 shown, the two front wheels and the two rear wheels of the vehicle are in a floating state. The control system can control the braking systems of the two rear wheels to brake the two rear wheels, and control the motors of the two front wheels to output the third torque to drive the two front wheels to reverse, so as to improve the phenomenon of the front of the vehicle sinking to a certain extent.

[0265] In some other embodiments, if the second wheel is a rear wheel, the control system may control the motor of the second wheel to drive the second wheel to rotate forward.

[0266] Another example, such as Fig.10 As shown, taking the vehicle in a backward driving state and the first wheel being the front wheel and the second wheel being the rear wheel as an example, the two front wheels and the two rear wheels of the vehicle are both in a floating state, and the control system can control the braking systems of the two front wheels to brake the two front wheels, and control the motors of the two rear wheels to output the third torque to drive the two rear wheels to rotate forward.

[0267] In a possible implementation, the third torques of the two second wheels are equal, and the sum of the third torques of the two second wheels is determined based on the anti-drag torque required by the vehicle, the radius of the second wheel, and the transmission efficiency.

[0268] In some embodiments, the anti-drag torque is determined based on the braking force required by the vehicle and the resistance of the vehicle floating on water, wherein the anti-drag torque is the force required to adjust the vehicle from the current speed to the desired speed.

[0269] Exemplarily, the target deceleration of the vehicle is determined based on a mapping relationship between the current vehicle speed and the brake pedal depth of the vehicle, and the braking force required by the vehicle is determined based on the target deceleration and the mass of the vehicle.

[0270] It should be noted that the above determination of the target deceleration of the vehicle may be any one of the following three situations: Fig.13 As shown, the control system first obtains the vehicle speed and brake pedal depth, and then makes a judgment on the two.

[0271] Case (1): The current vehicle speed is not zero. The control system can further determine whether the current vehicle speed is greater than a preset vehicle speed threshold. If it is less than the preset vehicle speed threshold, the first mapping relationship is determined. Furthermore, the control system can obtain the corresponding target deceleration according to the pedal depth in the first mapping relationship.

[0272] Case (2): The current vehicle speed is greater than the preset vehicle speed threshold, and the control system further determines whether the brake pedal depth is greater than the preset value. If the brake pedal depth is less than the preset value, a second mapping relationship is determined. Then, the control system can obtain the corresponding target deceleration according to the pedal depth in the second mapping relationship.

[0273] Case (3): If the current vehicle speed is greater than the preset vehicle speed threshold and the brake pedal depth is greater than the preset value, a third mapping relationship is determined. Then, the control system can obtain the corresponding target deceleration according to the pedal depth in the third mapping relationship.

[0274] It is worth noting that the above three situations are all based on the premise that the vehicle speed is not zero. If the control system determines that the vehicle speed is zero, it is considered that the driver intends to hover.

[0275] It should be noted that the brake pedal depth refers to the depth after the driver steps on the brake pedal, and different pedal depths can be measured using a pedal meter.

[0276] The mapping relationship mentioned above is optimized through multiple tests and adjustments to ensure that the vehicle adopts a reasonable target deceleration under different driving conditions. The mapping relationship is the mapping relationship between the pedal depth and the target deceleration. Alternatively, the mapping relationship can also be the mapping relationship between the motor speed, the pedal depth and the target deceleration. Among them, the motor speed can be measured by detecting the change of the magnetic flux on the rotor through the Hall effect sensor.

[0277] For example, the control system may substitute the determined target deceleration and the vehicle mass into the following formula 9 to obtain the braking force required by the vehicle in the floating state:

[0278] Formula 9;

[0279] Among them, F breakis the braking force required for the vehicle, m is the vehicle mass, and a is the target deceleration.

[0280] The resistance of the vehicle floating on water can be determined by the following formula 10:

[0281] Formula 10;

[0282] Among them, F water_res is the resistance of the vehicle floating on water, ρ is the density of water, C d is the drag coefficient, A is the projected area of ​​the front end of the vehicle, and v is the speed of the vehicle.

[0283] The control system can substitute the above-calculated vehicle floating resistance and the required braking force of the vehicle into the following formula 11 to obtain the required anti-drag torque of the vehicle:

[0284] Formula 11;

[0285] Among them, F wheel is the anti-drag torque required by the vehicle.

[0286] Then, the anti-drag torque required by the vehicle is substituted into the following formula 12 and converted into the torque of the motor:

[0287] Formula 12;

[0288] Among them, T wheel is the torque of the motor.

[0289] The control system will T wheel Substituting into the following formula 13, the actual motor torque output is calculated, that is, the sum of the third torques of the two wheel motors:

[0290] Formula 13;

[0291] Among them, T motor It is the sum of the third torques of the two wheel motors.

[0292] It should be noted that the control system can distribute the sum of the third torque evenly to the two wheel motors, generating deceleration while performing feedback control. When the vehicle speed is zero, the motors stop working.

[0293] In some embodiments of the present application, Fig.14 As shown, the vehicle control method includes:

[0294] Step 1401: Determine whether the vehicle is in a floating state.

[0295] Step 1402: Determine whether the vehicle's hydraulic brake system, each wheel-side motor system and its electronic control system are all fault-free.

[0296] Taking a four-wheel drive vehicle as an example, the drive motor includes four wheel-side motors, and the drive motor system and its electronic control system include four wheel-side motor systems and their corresponding four electronic control systems. If there are no faults, step 1403 is executed. Correspondingly, if the brake system fails, or any wheel-side motor system or its electronic control system fails, step 1404 is executed.

[0297] Step 1403: When receiving the second braking request, control the braking system not to execute the second braking request, and control the motor to reverse according to the second braking request to control the wheels of the vehicle to reverse and realize floating braking.

[0298] Step 1404: Control the vehicle to issue a prompt message to provide a prompt that the water braking deceleration function is limited.

[0299] Specifically, when the vehicle is in a floating state, the VCU obtains the status of the brake system, four wheel-side motors, and four electronic control systems corresponding to the four wheel-side motors in real time. If the brake system status is obtained to be a fault-degraded state or the status of at least one wheel-side motor is a fault state or the status of at least one electronic control system is a fault state, it means that the floating brake function is in a fault state, and the VCU can control the vehicle's instrument pop-up window to display a prompt message, such as "The floating brake function is limited, please drive carefully."

[0300] For ease of understanding, the following Fig.15 A vehicle control method according to a specific embodiment of the present application is described as follows: Fig.15 As shown, the vehicle control process includes:

[0301] Step 1501, start.

[0302] Step 1502: Obtain the road type, vehicle speed, and suspension height of the vehicle.

[0303] Step 1503: Determine whether the vehicle is in a floating state based on the road type, vehicle speed and suspension height.

[0304] If so, execute step 1504, otherwise return to step 1502.

[0305] Step 1504: Determine whether the vehicle's braking system, wheel-side motor system and electronic control system are all fault-free.

[0306] If there are no faults, execute step 1505; otherwise, execute step 1508.

[0307] Step 1505: Determine whether the brake pedal depth is greater than a target depth threshold.

[0308] If so, execute step 1506 , otherwise it means that there is no need to turn on the floating water braking deceleration function, and go to step 1509 .

[0309] Step 1506: Trigger the braking system to block the need to build up brake pressure.

[0310] It should be noted that the order of step 1506 and step 1505 can be reversed. If step 1506 is performed before step 1505, the time required to implement the vehicle's water-floating brake function can be reduced. If step 1505 is performed before step 1506, unnecessary control of the brake system can be avoided to a certain extent.

[0311] Step 1507: Obtain the sub-brake torque of each wheel motor by looking up the table according to the brake pedal depth, vehicle speed, longitudinal acceleration and steering wheel angle, and control the reverse rotation of each wheel motor according to the sub-brake torque.

[0312] Step 1508, prompting that the water braking deceleration function is limited.

[0313] Step 1509, end.

[0314] As another possible implementation of step 602: when it is determined that the vehicle is in a wading state and a braking request is received, the first wheel is in a wading state and the second wheel is in a non-wading state, the control system applies a second braking force to the first wheel and a third braking force to the second wheel.

[0315] Among them, one of the first wheel and the second wheel is a front wheel, and the other is a rear wheel.

[0316] An example, such as Fig.10 As shown, taking the first wheel as the front wheel and the second wheel as the rear wheel as an example, the front double wheels are in a wading state, and the rear double wheels are in a non-wading state. Fig. 9 In state 1, the two first wheels are in a wading state and the two second wheels are in a non-wading state. The control system can control the braking systems of the two front wheels to perform hydraulic braking on the front wheels in the wading state, and control the braking systems of the two rear wheels to perform hydraulic braking on the rear wheels in the non-wading state. That is, four-wheel braking and the motor is not started.

[0317] Another example, such as Fig.10 As shown, the first wheel is a rear wheel and the second wheel is a front wheel. The two first wheels are in a wading state and the two second wheels are in a non-wading state. Fig. 9 In state 6, the front two wheels are in a non-wading state, and the rear two wheels are in a wading state. The control system can control the brake systems of the two front wheels to perform hydraulic braking on the front wheels in the non-wading state, and control the brake systems of the two rear wheels to perform hydraulic braking on the rear wheels in the wading state. That is, the motors corresponding to the four wheels are not started.

[0318] It should be noted that when all four wheels are braked, if a wheel locks, the anti-lock brake system (ABS) will be triggered.

[0319] Based on the above technical scheme, the vehicle control method provided in the embodiment of the present application can determine the current wading state of the wheels through the wading information of the vehicle during the wading process, and provide corresponding control strategies according to different wading states, so as to achieve the purpose of braking control of the vehicle.

[0320] It should be noted that any operation of the driver when the vehicle is in the floating state may affect the safety and stability of the whole vehicle in the floating state. For example, when the driver performs a steering operation, affected by the water flow, a certain yaw angular velocity may be generated, which affects the handling stability of the vehicle. When the vehicle is moving forward or backward, if the driver applies emergency braking, some wheels may lock, and the vehicle will have a certain pitch angle or roll angle, affecting driving safety. Therefore, the vehicle body posture control unit provided in the embodiment of the present application can comprehensively control the stability of the whole vehicle in the floating state to achieve the purpose of safe and stable driving.

[0321] The vehicle posture adjustment method provided by the embodiment of the present application is described in detail below with reference to the accompanying drawings.

[0322] The vehicle posture adjustment method of the embodiment of the present application can be applied to the posture control of the vehicle. Fig.16 As shown, the vehicle posture adjustment method may include steps 1601 and 1602. Step 1601 may also be referred to as a "getting the vehicle body posture angle" process, and step 1602 may be referred to as a "performing posture control on the vehicle body" process. Steps 1601 and 1602 are described in detail below.

[0323] Step 1601: When the vehicle is in a wading state, obtain the vehicle body posture angle.

[0324] The vehicle body attitude angles may include a vehicle body pitch angle, a vehicle body roll angle, a vehicle body yaw angle and a vehicle body yaw angle.

[0325] In a possible implementation, the control system may obtain the body posture angle of the vehicle through an accelerometer, a gyroscope, and other inertial sensors to determine the body posture of the vehicle.

[0326] Step 1602: Based on the vehicle body posture angle, control the vehicle's airbag system to perform inflation and deflation operations so that the vehicle body posture angle is within a preset angle range.

[0327] The airbag system of the vehicle includes a first airbag arranged at the front end of the vehicle and a second airbag arranged at the rear end of the vehicle. The airbag system of the vehicle includes a third airbag arranged at one side of the vehicle and a fourth airbag arranged at the other side of the vehicle.

[0328] In some embodiments, the airbags installed on the vehicle are generally made of a multi-layer plastic film, which can expand to adapt to the change of gas volume, and can be installed on the four wheels, the front and rear bumpers of the vehicle. The airbags on the four wheels play a role in adjusting the roll angle of the vehicle body, and the airbags on the front and rear bumpers are used to adjust the pitch angle of the vehicle body.

[0329] For example, the airbag may include an expandable volume airbag, a gas tank and an air compressor. The gas tank and the air compressor are located in the trunk of the car and are connected to the airbag through a gas pipeline. When the vehicle is in a floating state, the window roof opens so that the floating airbag of the whole vehicle can be opened to ensure the balance of the vehicle.

[0330] As a possible implementation of step 1602: based on the pitch angle of the vehicle body, controlling the first airbag and the second airbag to perform inflation and deflation operations so that the pitch angle of the vehicle body is within a preset pitch angle range.

[0331] In one possible implementation, when the vehicle body pitch angle is greater than an upper limit of a preset pitch angle range, the control system may control the first airbag to perform a deflation operation and / or the second airbag to perform an inflation operation so that the vehicle body pitch angle is within the preset pitch angle range.

[0332] For example, Fig.17 As shown, since the vehicle body pitch angle is greater than the upper limit of the preset pitch angle range, the rear of the vehicle sinks and the front of the vehicle lifts up. The control system can determine whether the pressure of the second airbag at the rear end of the vehicle, i.e., the rear of the vehicle, exceeds the airbag pressure threshold, and if not, inflate the second airbag.

[0333] During the inflation process, if the second airbag has reached the airbag pressure threshold and the vehicle has not yet maintained balance with the water surface, the control system determines whether the pressure of the first airbag at the front end of the vehicle, i.e., the front of the vehicle, is zero. If the pressure of the first airbag is not zero, the control system can control the first airbag to perform a deflation operation.

[0334] If the second airbag does not reach the airbag pressure threshold during the inflation process and the vehicle is balanced with the water surface, the inflation of the second airbag can be stopped and there is no need to deflate the first airbag.

[0335] Alternatively, before the second airbag is inflated, if the second airbag has reached the airbag pressure threshold, there is no need to inflate the second airbag, and only the first airbag needs to be deflated.

[0336] In another possible implementation, when the pitch angle of the vehicle body is less than a lower limit of a preset pitch angle range, the first airbag is controlled to inflate and / or the second airbag is controlled to deflate so that the pitch angle of the vehicle body is within the preset pitch angle range.

[0337] For example, Fig.18 As shown, since the pitch angle of the vehicle body is less than the upper limit of the preset pitch angle range, the front of the vehicle sinks and the rear of the vehicle lifts up. The control system can determine whether the pressure of the first airbag at the front end of the vehicle, i.e., the front end, exceeds the airbag pressure threshold, and if not, inflate the first airbag.

[0338] During the inflation process, if the first airbag has reached the airbag pressure threshold and the vehicle has not yet maintained balance with the water surface, the control system determines whether the pressure of the second airbag at the rear end of the vehicle, i.e., the tail of the vehicle, is zero. If the second airbag pressure is not zero, the control system can control the second airbag to perform a deflation operation.

[0339] If, during the inflation process of the first airbag, the first airbag does not reach the airbag pressure threshold and the vehicle is balanced with the water surface, the inflation of the first airbag can be stopped, and there is no need to deflate the second airbag.

[0340] Alternatively, before the first airbag is inflated, if the first airbag has reached the airbag pressure threshold, there is no need to inflate the first airbag, and only the second airbag needs to be deflated.

[0341] As a possible implementation of step 1602: based on the roll angle of the vehicle body, controlling the third airbag and the fourth airbag to perform inflation and deflation operations so that the roll angle of the vehicle body is within a preset roll angle range.

[0342] In a possible implementation, when the vehicle body roll angle is greater than an upper limit of a preset roll angle range, the third airbag is controlled to perform a deflation operation and / or the fourth airbag is controlled to perform an inflation operation so that the vehicle body roll angle is within the preset roll angle range.

[0343] For example, Fig.19 As shown in the figure, since the vehicle body roll angle is greater than the upper limit of the preset roll angle range, the right side of the vehicle sinks and the left side of the vehicle lifts up. The control system can determine whether the pressure of the fourth airbag on the right side of the vehicle exceeds the airbag pressure threshold, and if not, inflate the fourth airbag on the right side of the vehicle.

[0344] During the inflation process, if the fourth airbag has reached the airbag pressure threshold and the vehicle has not yet maintained balance with the water surface, the control system determines whether the pressure of the third airbag on the left side of the vehicle is zero. If the pressure of the third airbag is not zero, the control system can control the third airbag to perform a deflation operation.

[0345] If the fourth airbag does not reach the airbag pressure threshold during the inflation process and the vehicle is balanced with the water surface, the inflation of the fourth airbag can be stopped and there is no need to deflate the third airbag.

[0346] Alternatively, before the fourth airbag is inflated, if the fourth airbag has reached the airbag pressure threshold, there is no need to inflate the fourth airbag, and only the third airbag needs to be deflated.

[0347] In another possible implementation, when the vehicle body roll angle is less than a lower limit of a preset roll angle range, the third airbag is controlled to inflate and / or the fourth airbag is controlled to deflate so that the vehicle body roll angle is within the preset roll angle range.

[0348] For example, Fig. 20 As shown, since the vehicle body roll angle is less than the lower limit of the preset roll angle range, the left side of the vehicle sinks and the right side of the vehicle lifts up. The control system can determine whether the pressure of the fourth airbag on the left side of the vehicle exceeds the airbag pressure threshold, and if not, inflate the fourth airbag.

[0349] During the inflation process, if the fourth airbag has reached the airbag pressure threshold and the vehicle has not yet maintained balance with the water surface, the control system determines whether the pressure of the third airbag on the right side of the vehicle is zero. If the pressure of the third airbag is not zero, the control system can control the third airbag to perform a deflation operation.

[0350] If the fourth airbag does not reach the airbag pressure threshold during the inflation process and the vehicle is balanced with the water surface, the inflation of the fourth airbag can be stopped and there is no need to deflate the third airbag.

[0351] Alternatively, before the fourth airbag is inflated, if the fourth airbag has reached the airbag pressure threshold, there is no need to inflate the fourth airbag, and only the third airbag needs to be deflated.

[0352] It should be noted that the control system adjusts the vehicle body posture in the above manner. If the vehicle body still needs to be balanced, the control system can obtain the motor torque of multiple wheels. When the motor torque of multiple wheels is greater than the torque threshold, the control system controls the motors of multiple wheels to output the maximum torque and controls the vehicle's airbag system to pop out the airbags installed on the vehicle.

[0353] For example, Fig.21 A flow chart of a vehicle emergency method is shown, in which the control system can obtain the motor torque of multiple wheels and determine whether the motor torque of multiple wheels is greater than a torque threshold. If greater, the motors of multiple wheels are controlled to output maximum torque and the vehicle enters an emergency warning mode.

[0354] When a floating vehicle enters the emergency warning mode, it means that the motor torque that can keep the vehicle stable exceeds the motor's capacity. The driver can press the emergency float button or the control system automatically activates the emergency float mode. Then, the vehicle's airbag system pops out the airbags at the corresponding position to ensure the stability and balance of the vehicle, for example, Fig. 22 As shown, the airbag at the rear of the vehicle is deployed.

[0355] It should be noted that the vehicle posture adjustment method provided in the embodiment of the present application can also correct the tilt of the vehicle body through the yaw moment of the vehicle. The control system can obtain the body posture angle and judge the body posture of the whole vehicle. When the body posture angle is greater than the threshold, the whole vehicle posture is adjusted. The yaw moment required by the vehicle is calculated by combining the vehicle dynamics model and the PID control algorithm, and the target yaw angular velocity γ d It can be determined by the following formula 14.

[0356] Formula 14;

[0357] Among them, δ is the front wheel steering angle of the vehicle, K is the characteristic factor constant, u is the vehicle speed, and L is the wheelbase of the vehicle.

[0358] Then, the control system can determine the difference between the target yaw rate and the actual yaw rate, e γ , the difference e γ As the input of the proportional-integral-differential PID control algorithm, the output is the additional yaw moment required in the corresponding state. The required additional yaw moment is distributed to each controllable wheel end through differential torque, thereby achieving vehicle yaw stability.

[0359] Based on this, the existing adjustments to the vehicle body posture angle are mostly through the vehicle's yaw moment to correct the tilt of the vehicle body. The present application goes beyond the traditional method of only relying on the yaw moment to correct the tilt of the vehicle body, but comprehensively considers the pitch angle and roll angle of the vehicle, and introduces the airbag system as an auxiliary control means to further enhance the stability and driving safety of the vehicle.

[0360] In addition, when the torque required by the vehicle exceeds the output capacity of the motor, the vehicle cannot be effectively braked and the vehicle body stability controlled, so an external device is required for passive control. While controlling the motors of multiple wheels to output the maximum torque, the airbag system of both vehicles can be controlled to deploy the airbags, which can better maintain the stability of the vehicle.

[0361] An embodiment of the present application provides a computer program product including instructions. When the computer program product is run on a computer, the computer is enabled to execute the vehicle control method or the vehicle posture adjustment method in the above method embodiment.

[0362] An embodiment of the present application also provides a computer-readable storage medium, in which instructions are stored. When the instructions are executed on a computer, the computer executes the vehicle control method or vehicle posture adjustment method in the method flow shown in the above method embodiment.

[0363] Among them, the computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media (a non-exhaustive list) include: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a register, a hard disk, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above, or any other form of computer-readable storage medium known in the art. An exemplary storage medium is coupled to a processor so that the processor can read information from the storage medium and write information to the storage medium. Of course, the storage medium can also be a component of the processor. The processor and the storage medium can be located in an application specific integrated circuit (ASIC). In some embodiments, computer readable storage media may be any tangible media that can contain or store a program for use by or in connection with an instruction execution system, apparatus, or device.

[0364] An embodiment of the present invention provides a computer program product comprising instructions, which, when executed on a computer, causes the computer to execute the following Figure 6 and Fig.16 A vehicle control method or a vehicle posture adjustment method in.

[0365] Since the computer-readable storage medium and computer program product in the embodiments of the present invention can be applied to the above method, the technical effects that can be obtained can also refer to the above method embodiments, and the embodiments of the present invention will not be described in detail here.

[0366] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of units is only a logical function division, and 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.

[0367] The units described 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.

[0368] 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.

[0369] The above are only specific implementations of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: Get vehicle status; Controlling the vehicle based on a target braking control strategy corresponding to the vehicle state; Among them, the vehicle state at least includes a water-entering and wading floating state, a water-floating state, and a water-exiting and wading floating state. The water-entering and wading floating state is a state in which the first wheel is in wading and the second wheel is not in wading, or the water-entering and wading floating state is a state in which the first wheel is in floating water and the second wheel is in wading. The floating state is a state in which both the first wheel and the second wheel are in floating water. The water-exiting and wading floating state is a state in which the first wheel is in wading and the second wheel is in floating water, or the water-exiting and wading floating state is a state in which the first wheel is not in wading and the second wheel is in wading. The target braking control strategies corresponding to at least two of the vehicle states among the water-entering and wading floating state, the floating state, and the water-exiting and wading floating state are different.

2. The method according to claim 1, characterized in that The controlling the vehicle based on the target braking control strategy corresponding to the vehicle state includes: When it is determined that the vehicle is in a wading or floating state and a first braking request is received, the first wheel is in a wading state and the second wheel is in a floating state, wherein one of the first wheel and the second wheel is a front wheel and the other is a rear wheel; A first braking force is applied to the first wheel, and a first torque is applied to the second wheel or the first torque is not applied.

3. The method according to claim 2, characterized in that The step of applying a first braking force to the first wheel and applying a first torque to the second wheel or not applying the first torque comprises: controlling the braking system of the first wheel to apply the first braking force to the first wheel; When the first wheel is locked during braking, controlling the motor of the second wheel to apply the first torque to the second wheel to drive the second wheel to rotate; If the first wheel is not locked during braking, the first torque is not applied to the second wheel.

4. The method according to claim 3, characterized in that The motor controlling the second wheel applies the first torque to the second wheel to drive the second wheel to rotate, comprising: When the second wheel is a front wheel, the motor of the second wheel is controlled to output a first torque to drive the second wheel to rotate; wherein the first torques of the two second wheels are equal, and the sum of the first torques of the two second wheels is determined based on the total longitudinal force of the vehicle, the radius of the second wheel and the transmission efficiency; the total longitudinal force of the vehicle is the force required to adjust the vehicle from a current longitudinal speed to a desired longitudinal speed.

5. The method according to claim 3, characterized in that: The motor controlling the second wheel applies the first torque to the second wheel to drive the second wheel to rotate, comprising: When the second wheel is a rear wheel, the motor of the second wheel is controlled to output a first torque to drive the second wheel to rotate; wherein the first torques of the two second wheels are equal, and the sum of the first torques of the two second wheels is determined based on the braking force of the second wheel, the radius of the second wheel, and the transmission efficiency.

6. The method according to claim 3, characterized in that The motor controlling the second wheel applies the first torque to the second wheel to drive the second wheel to rotate, comprising: If the second wheel is a front wheel, controlling the motor of the second wheel to apply the first torque to the second wheel to drive the second wheel to reverse; When the second wheel is a rear wheel, the motor controlling the second wheel applies the first torque to the second wheel to drive the second wheel to rotate forwardly.

7. The method according to claim 1, characterized in that The controlling the vehicle based on the target braking control strategy corresponding to the vehicle state includes: When it is determined that the vehicle is in a floating state and a second braking request is received, the wheel braking system does not execute the second braking request, and controls the motor to reverse according to the second braking request to control the wheel of the vehicle to reverse and achieve floating braking.

8. The method according to claim 7, characterized in that The method further comprises: When it is determined that the vehicle exits the floating state and a second braking request is received, the braking system is controlled to execute the second braking request.

9. The method according to claim 7, characterized in that: The step of determining that the vehicle is in a floating state comprises: It is determined that the vehicle is in a floating state according to one or a combination of a road surface type of the road on which the vehicle is located, a wading depth of the vehicle and an actual suspension height of the vehicle.

10. The method according to claim 9, characterized in that The step of determining that the vehicle is in a floating state comprises: When the wading depth of the vehicle exceeds a target depth threshold, it is determined that the vehicle is in a floating state.

11. The method according to claim 10, characterized in that The target depth threshold is determined based on one or a combination of the mass, volume, and density of the medium of the vehicle.

12. The method according to any one of claims 9 to 11, characterized in that: The wading depth is confirmed based on the installation height of the water depth sensor itself and the acquired detection height, wherein the detection height is the distance between the water depth sensor and the water surface.

13. The method according to claim 9, characterized in that The step of determining that the vehicle is in a floating state comprises: When the suspension of the vehicle is in a free-falling state and the actual suspension height of the suspension exceeds a target height threshold, it is determined that the vehicle is in a floating state.

14. The method according to claim 13, characterized in that The step of determining that the vehicle is in a floating state comprises: When at least two of the actual suspension heights of the four suspensions of the vehicle exceed a target height threshold, it is determined that the vehicle is in a floating state.

15. The method according to claim 9, characterized in that The step of determining that the vehicle is in a floating state comprises: When the road surface type is a wading section and the wading depth exceeds a target depth threshold, it is determined that the vehicle is in a floating state.

16. The method according to claim 9, characterized in that The step of determining that the vehicle is in a floating state comprises: When the road surface type is a wading section and the actual suspension height exceeds a target suspension height threshold, it is determined that the vehicle is in a floating state.

17. The method according to claim 9, characterized in that The step of determining that the vehicle is in a floating state comprises: When the road surface type is a wading section, the wading depth exceeds a target depth threshold, and the actual suspension height exceeds a target height threshold, it is determined that the vehicle is in a floating state.

18. The method according to claim 7, characterized in that The step of controlling the motor to reverse according to the second braking request comprises: acquiring a brake pedal depth corresponding to the second braking request, and acquiring a vehicle speed and a steering wheel angle of the vehicle; Obtaining a target braking torque according to the brake pedal depth, the vehicle speed and the steering wheel angle; The motor is controlled to rotate reversely according to the target braking torque.

19. The method according to claim 18, characterized in that The step of obtaining the target braking torque according to the brake pedal depth, the vehicle speed and the steering wheel angle comprises: The target braking torque is determined according to the brake pedal depth, the vehicle speed and the steering wheel angle in combination with a preset relationship.

20. The method according to claim 19, characterized in that The preset relationship is a preset corresponding relationship between brake pedal depth, vehicle speed and steering wheel angle, and torque; or The preset relationship is the correspondence between the preset interval data of brake pedal depth, vehicle speed and steering wheel angle, and the torque.

21. The method according to claim 7, characterized in that The step of controlling the motor to reverse according to the second braking request comprises: acquiring a brake pedal depth corresponding to the second braking request, and acquiring a vehicle speed, a longitudinal acceleration, and a steering wheel angle of the vehicle; obtaining a target braking torque according to the brake pedal depth, the vehicle speed, the longitudinal acceleration and the steering wheel angle; The motor is controlled to rotate reversely according to the target braking torque.

22. The method according to any one of claims 18 to 21, characterized in that The vehicle includes a motor, which is on the same drive shaft and corresponds to two wheels; The step of controlling the motor to reverse according to the target braking torque comprises: The motor is controlled according to the target braking torque to drive the corresponding two wheels to reverse.

23. The method according to any one of claims 18 to 21, characterized in that The vehicle comprises at least two motors, each motor corresponds to at least one wheel; the target braking torque comprises at least two sub-braking torques; The step of controlling the motor to reverse according to the target braking torque comprises: The motor corresponding to each sub-braking torque is controlled to reverse according to the sub-braking torque, wherein the target braking torque is the sum of at least two of the sub-braking torques.

24. The method according to any one of claims 18 to 21, characterized in that The vehicle includes four motors, each motor corresponding to one wheel; The step of controlling the motor to reverse according to the target braking torque comprises: When the target braking torque does not exceed the sum of the maximum output torques of the two motors at the same end of the vehicle, controlling the two motors at the first end of the vehicle to reverse according to the target braking torque; When the target braking torque exceeds the sum of the maximum output torques of the two motors at the same end of the vehicle, the four motors are controlled to reverse according to the target braking torque.

25. The method according to any one of claims 18 to 21, characterized in that The step of controlling the motor to reverse according to the target braking torque comprises: The motor output torque is controlled according to the target torque growth rate until the target braking torque is reached.

26. The method according to claim 7, characterized in that Before the step of controlling the motor to reverse according to the second braking request, the method further includes: When it is determined that there is an obstacle in the traveling direction of the vehicle, determining a target braking distance, wherein the target braking distance is determined according to the distance between the obstacle and the vehicle; The step of controlling the motor to reverse according to the second braking request comprises: The motor is controlled to rotate in reverse according to the target braking distance and the vehicle speed to output a target braking torque corresponding to the second braking request, so as to brake the vehicle within the target braking distance.

27. The method according to claim 7, characterized in that After determining that the vehicle is in a floating state, the method further includes: When a steering request is received, at least one motor on one side of the vehicle is controlled to rotate in reverse according to the steering request, and the motor on the other side is controlled to rotate forward or be in a non-working state, so as to realize the floating steering function.

28. The method according to claim 7, characterized in that After determining that the vehicle is in a floating state, the method further includes: When a driving request is received, at least two motors are controlled to reverse according to the driving request to achieve a floating driving function, wherein the at least two motors are two coaxial motors.

29. The method according to claim 1, characterized in that The controlling the vehicle based on the target braking control strategy corresponding to the vehicle state includes: When it is determined that the vehicle is in a wading state and a braking request is received, the first wheel is in a wading state and the second wheel is in a non-wading state, wherein one of the first wheel and the second wheel is a front wheel and the other is a rear wheel; The second braking force is applied to the first wheel, and the third braking force is applied to the second wheel.

30. The method according to claim 1, characterized in that The vehicle state is determined based on the wading depth of the wheels, and obtaining the vehicle state includes: When the wading depth of the wheel is greater than a first threshold, the wheel is in a floating state; When the wading depth of the wheel is less than a first threshold and greater than a second threshold, the wheel is in a wading state; When the wading depth of the wheel is less than a second threshold, the wheel is in a non-wading state.

31. A vehicle control method, characterized in that: The method comprises: Get vehicle status; Controlling the vehicle based on a target braking control strategy corresponding to the vehicle state; Among them, the vehicle state at least includes a water-entering and wading state and a water-exiting and wading state, the water-entering and wading state is a state in which the first wheel is in wading and the second wheel is not in wading, or the water-entering and wading state is a state in which the first wheel is in floating water and the second wheel is in wading, the water-exiting and wading state is a state in which the first wheel is in wading and the second wheel is in floating water, or the water-exiting and wading state is a state in which the first wheel is not in wading and the second wheel is in wading; the target braking control strategies corresponding to the water-entering and wading state and the water-exiting and wading state are different.

32. The method according to claim 31, characterized in that The controlling the vehicle based on the target braking control strategy corresponding to the vehicle state includes: When it is determined that the vehicle is in a wading state and a braking request is received, the first wheel is in a wading state and the second wheel is in a floating state, wherein one of the first wheel and the second wheel is a front wheel and the other is a rear wheel; A first braking force is applied to the first wheel, and a first torque is applied to the second wheel or the first torque is not applied.

33. The method according to claim 32, characterized in that The step of applying a first braking force to the first wheel and applying a first torque to the second wheel or not applying the first torque comprises: controlling the braking system of the first wheel to apply the first braking force to the first wheel; When the first wheel is locked during braking, controlling the motor of the second wheel to apply the first torque to the second wheel to drive the second wheel to rotate; If the first wheel is not locked during braking, the first torque is not applied to the second wheel.

34. The method according to claim 33, characterized in that The motor controlling the second wheel applies the first torque to the second wheel to drive the second wheel to rotate, comprising: When the second wheel is a front wheel, the motor of the second wheel is controlled to output a first torque to drive the second wheel to rotate; wherein the first torques of the two second wheels are equal, and the sum of the first torques of the two second wheels is determined based on the total longitudinal force of the vehicle, the radius of the second wheel and the transmission efficiency; the total longitudinal force of the vehicle is the force required to adjust the vehicle from a current longitudinal speed to a desired longitudinal speed.

35. The method according to claim 33, characterized in that The motor controlling the second wheel applies the first torque to the second wheel to drive the second wheel to rotate, comprising: When the second wheel is a rear wheel, the motor of the second wheel is controlled to output a first torque to drive the second wheel to rotate; wherein the first torques of the two second wheels are equal, and the sum of the first torques of the two second wheels is determined based on the braking force of the second wheel, the radius of the second wheel, and the transmission efficiency.

36. The method according to claim 33, characterized in that The motor controlling the second wheel applies the first torque to the second wheel to drive the second wheel to rotate, comprising: If the second wheel is a front wheel, controlling the motor of the second wheel to apply the first torque to the second wheel to drive the second wheel to reverse; When the second wheel is a rear wheel, the motor controlling the second wheel applies the first torque to the second wheel to drive the second wheel to rotate forwardly.

37. The method according to claim 31, characterized in that The controlling the vehicle based on the target braking control strategy corresponding to the vehicle state includes: When it is determined that the vehicle is in a wading state and a braking request is received, the first wheel is in a wading state and the second wheel is in a non-wading state, wherein one of the first wheel and the second wheel is a front wheel and the other is a rear wheel; The second braking force is applied to the first wheel, and the third braking force is applied to the second wheel.

38. The method according to claim 31, characterized in that The vehicle state is determined based on the wading depth of the wheels, and obtaining the vehicle state includes: When the wading depth of the wheel is greater than a first threshold, the wheel is in a floating state; When the wading depth of the wheel is less than a first threshold and greater than a second threshold, the wheel is in a wading state; When the wading depth of the wheel is less than a second threshold, the wheel is in a non-wading state.

39. A vehicle control method, characterized in that: The method comprises: When it is determined that the vehicle is in a floating state and a second braking request is received, the braking system is controlled not to execute the second braking request, and the motor is controlled to reverse according to the second braking request to control the wheel reverse of the vehicle to achieve floating braking.

40. The method according to claim 39, characterized in that The method further comprises: When it is determined that the vehicle exits the floating state and a second braking request is received, the braking system is controlled to execute the second braking request.

41. The method according to claim 39, characterized in that The step of determining that the vehicle is in a floating state comprises: It is determined that the vehicle is in a floating state according to one or a combination of a road surface type of the road on which the vehicle is located, a wading depth of the vehicle and an actual suspension height of the vehicle.

42. The method according to claim 41, characterized in that The step of determining that the vehicle is in a floating state comprises: When the wading depth of the vehicle exceeds a target depth threshold, it is determined that the vehicle is in a floating state.

43. The method according to claim 42, characterized in that The target depth threshold is determined based on one or a combination of the mass, volume, and density of the medium of the vehicle.

44. The method according to any one of claims 41 to 43, characterized in that The wading depth is confirmed based on the installation height of the water depth sensor itself and the acquired detection height, wherein the detection height is the distance between the water depth sensor and the water surface.

45. The method according to claim 41, characterized in that The step of determining that the vehicle is in a floating state comprises: When the suspension of the vehicle is in a free-falling state and the actual suspension height of the suspension exceeds a target height threshold, it is determined that the vehicle is in a floating state.

46. ​​The method according to claim 45, characterized in that The step of determining that the vehicle is in a floating state comprises: When at least two of the actual suspension heights of the four suspensions of the vehicle exceed a target height threshold, it is determined that the vehicle is in a floating state.

47. The method according to claim 41, characterized in that The step of determining that the vehicle is in a floating state comprises: When the road surface type is a wading section and the wading depth exceeds a target depth threshold, it is determined that the vehicle is in a floating state.

48. The method according to claim 41, characterized in that The step of determining that the vehicle is in a floating state comprises: When the road surface type is a wading section and the actual suspension height exceeds a target suspension height threshold, it is determined that the vehicle is in a floating state.

49. The method according to claim 41, characterized in that The step of determining that the vehicle is in a floating state comprises: When the road surface type is a wading section, the wading depth exceeds a target depth threshold, and the actual suspension height exceeds a target height threshold, it is determined that the vehicle is in a floating state.

50. The method according to claim 39, characterized in that The step of controlling the motor to reverse according to the second braking request comprises: acquiring a brake pedal depth corresponding to the second braking request, and acquiring a vehicle speed and a steering wheel angle of the vehicle; Obtaining a target braking torque according to the brake pedal depth, the vehicle speed and the steering wheel angle; The motor is controlled to rotate reversely according to the target braking torque.

51. The method according to claim 50, characterized in that The step of obtaining the target braking torque according to the brake pedal depth, the vehicle speed and the steering wheel angle comprises: The target braking torque is determined according to the brake pedal depth, the vehicle speed and the steering wheel angle in combination with a preset relationship.

52. The method according to claim 51, characterized in that The preset relationship is a preset corresponding relationship between brake pedal depth, vehicle speed and steering wheel angle, and torque; or The preset relationship is the correspondence between the preset interval data of brake pedal depth, vehicle speed and steering wheel angle, and the torque.

53. The method according to claim 39, characterized in that The step of controlling the motor to reverse according to the second braking request comprises: acquiring a brake pedal depth corresponding to the second braking request, and acquiring a vehicle speed, a longitudinal acceleration, and a steering wheel angle of the vehicle; obtaining a target braking torque according to the brake pedal depth, the vehicle speed, the longitudinal acceleration and the steering wheel angle; The motor is controlled to rotate reversely according to the target braking torque.

54. The method according to any one of claims 50 to 53, characterized in that The vehicle includes a motor, which is on the same drive shaft and corresponds to two wheels; The step of controlling the motor to reverse according to the target braking torque comprises: The motor is controlled according to the target braking torque to drive the corresponding two wheels to reverse.

55. The method according to any one of claims 50 to 53, characterized in that The vehicle comprises at least two motors, each motor corresponds to at least one wheel; the target braking torque comprises at least two sub-braking torques; The step of controlling the motor to reverse according to the target braking torque comprises: The motor corresponding to each sub-braking torque is controlled to reverse according to the sub-braking torque, wherein the target braking torque is the sum of at least two of the sub-braking torques.

56. The method according to any one of claims 50 to 53, characterized in that The vehicle includes four motors, each motor corresponding to one wheel; The step of controlling the motor to reverse according to the target braking torque comprises: When the target braking torque does not exceed the sum of the maximum output torques of the two motors at the same end of the vehicle, controlling the two motors at the first end of the vehicle to reverse according to the target braking torque; When the target braking torque exceeds the sum of the maximum output torques of the two motors at the same end of the vehicle, the four motors are controlled to reverse according to the target braking torque.

57. The method according to any one of claims 50 to 53, characterized in that The step of controlling the motor to reverse according to the target braking torque comprises: The motor output torque is controlled according to the target torque growth rate until the target braking torque is reached.

58. The method according to claim 39, characterized in that Before the step of controlling the motor to reverse according to the second braking request, the method further includes: When it is determined that there is an obstacle in the traveling direction of the vehicle, determining a target braking distance, wherein the target braking distance is determined according to the distance between the obstacle and the vehicle; The step of controlling the motor to reverse according to the second braking request comprises: The motor is controlled to rotate in reverse according to the target braking distance and the vehicle speed to output a target braking torque corresponding to the second braking request, so as to brake the vehicle within the target braking distance.

59. The method according to claim 39, characterized in that After determining that the vehicle is in a floating state, the method further includes: When a steering request is received, at least one motor on one side of the vehicle is controlled to rotate in reverse according to the steering request, and the motor on the other side is controlled to rotate forward or be in a non-working state, so as to realize the floating steering function.

60. The method according to claim 39, characterized in that After determining that the vehicle is in a floating state, the method further includes: When a driving request is received, at least two motors are controlled to reverse according to the driving request to achieve a floating driving function, wherein the at least two motors are two coaxial motors.

61. A vehicle, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method according to any one of claims 1 to 30; or, to implement the method according to any one of claims 31 to 38; or, to implement the method according to any one of claims 39 to 60.

62. A computer-readable storage medium having instructions stored therein, characterized in that: When a computer executes the instruction, the computer executes the method described in any one of claims 1 to 30; or, the computer executes the method described in any one of claims 31 to 38; or, the computer executes the method described in any one of claims 39 to 60.

63. A computer program product, comprising instructions, characterized in that: When the instructions are executed on a computer, the computer executes the method as described in any one of claims 1 to 30 above; or, the computer executes the method as described in any one of claims 31 to 38 above; or, the computer executes the method as described in any one of claims 39 to 60 above.

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