Vehicle control method, device, equipment, storage medium and product

Abstract

The embodiment of the present invention provides a vehicle control method, device, equipment, storage medium and product, the method comprising: obtaining the first stability boundary of the vehicle during longitudinal slip control and the second stability boundary of the vehicle during lateral control; optimizing the longitudinal speed and longitudinal acceleration of the vehicle using the first stability boundary to obtain the estimated speed of the vehicle; when the driving state of the vehicle reaches the first stability boundary or the second stability boundary, allocating the wheel torque of the vehicle according to the driving state, the first stability boundary, the second stability boundary and the estimated speed, so that the driving state is within the first stability boundary and the second stability boundary. Through the above steps, the driving safety of the vehicle under complex working conditions can be improved.

Description

Technical Field

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

[0002] With the rapid development of electric vehicle technology, the requirements for vehicle handling stability and safety are increasing. Traditional control systems often seem to be unable to cope with complex working conditions, especially in slippery and sharp bends. Vehicles are prone to problems such as low wheel-ground adhesion utilization, slip instability and understeering, which seriously restricts the performance of the vehicle and driving safety.

[0003] The existing vehicle stability and anti-skid control system mainly estimates the vehicle state based on sensor data, and then realizes stability boundary prediction and motion control. The wheel torque distribution and compensation technology mainly relies on mechanical differentials, limited slip differentials, hydraulic or pneumatic torque distribution systems, electronic control torque distribution, and electronic stability control systems. However, the use of traditional vehicle stability control systems, which rely on simple sensor data to estimate the vehicle state, is prone to cause safety problems such as low wheel-ground adhesion utilization, slip instability, and understeering in complex working conditions such as slippery and sharp bends, and driving safety is low. Summary of the invention

[0004] The embodiments of the present application provide a vehicle control method, device, equipment, storage medium and product to solve the problem of low driving safety of existing vehicle stability control systems under complex working conditions.

[0005] In a first aspect, an embodiment of the present application provides a vehicle control method, the method comprising:

[0006] Acquire a first stability boundary of the vehicle during longitudinal slip control and a second stability boundary of the vehicle during lateral control;

[0007] optimizing the longitudinal speed and longitudinal acceleration of the vehicle by using the first stability boundary to obtain an estimated speed of the vehicle;

[0008] When the driving state of the vehicle reaches the first stability boundary or the second stability boundary, the wheel torque of the vehicle is distributed according to the driving state, the first stability boundary, the second stability boundary and the estimated vehicle speed so that the driving state is within the first stability boundary and the second stability boundary.

[0009] In a second aspect, an embodiment of the present application provides a vehicle control device, the device comprising:

[0010] An acquisition module, used for acquiring a first stability boundary of the vehicle during longitudinal slip control and a second stability boundary of the vehicle during lateral control;

[0011] an optimization module, configured to optimize the longitudinal speed and longitudinal acceleration of the vehicle using the first stability boundary to obtain an estimated speed of the vehicle;

[0012] an allocating module, for allocating the wheel torque of the vehicle according to the driving state, the first stability boundary, the second stability boundary and the estimated vehicle speed when the driving state of the vehicle reaches the first stability boundary or the second stability boundary, so that the driving state is within the first stability boundary and the second stability boundary.

[0013] In a third aspect, an embodiment of the present application provides a terminal device, the device comprising: a processor and a memory storing computer program instructions;

[0014] When the processor executes the computer program instructions, the vehicle control method of the first aspect is implemented.

[0015] In a fourth aspect, an embodiment of the present application provides a computer storage medium, on which computer program instructions are stored. When the computer program instructions are executed by a processor, the vehicle control method of the first aspect is implemented.

[0016] In a fifth aspect, an embodiment of the present application provides a computer program product. When instructions in the computer program product are executed by a processor of an electronic device, the electronic device executes the vehicle control method of the first aspect.

[0017] The vehicle control method, device, equipment, storage medium and product of the embodiment of the present invention, in this embodiment, by obtaining the first stability boundary of the vehicle during longitudinal slip control and the second stability boundary of the vehicle during lateral control, and accurately estimating the estimated vehicle speed, finally, when the driving state of the vehicle reaches the first stability boundary or the second stability boundary, the wheel torque of the vehicle is distributed according to the driving state, the first stability boundary, the second stability boundary and the estimated vehicle speed, so that the driving state is within the first stability boundary and the second stability boundary, so that the vehicle is always in a stable state during driving, and the stability boundary of the vehicle under different working conditions is considered, and torque distribution is performed accordingly. This enables the vehicle to better adapt to various complex and changeable road conditions and driving conditions, especially avoiding the occurrence of safety problems such as low wheel-ground adhesion utilization, slip instability and understeering in complex working conditions such as slippery and sharp bends, and improving the adaptability and safety of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solution of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0019] Figure 1 is a flow chart of a vehicle control method provided in an embodiment of the present application;

[0020] Figure 2 is a schematic diagram of the structure of a vehicle control device provided in an embodiment of the present application;

[0021] Figure 3 It is a schematic diagram of the structure of the terminal device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0022] The features and exemplary embodiments of various aspects of the present application will be described in detail below. In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain the present application, rather than to limit the present application. For those skilled in the art, the present application can be implemented without the need for some of these specific details. The following description of the embodiments is only to provide a better understanding of the present application by illustrating the examples of the present application.

[0023] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "include..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0024] In order to solve the problems of the prior art, the embodiments of the present application provide a vehicle control method, device, equipment, storage medium and product. The following first describes an example of a vehicle control method that can be applied to the embodiments of the present application.

[0025] Figure 1 FIG. 1 is a flow chart of a vehicle control method provided by an embodiment of the present application. Figure 1 As shown, the method includes:

[0026] Step 101, obtaining a first stability boundary of a vehicle in longitudinal slip control and a second stability boundary of the vehicle in lateral control;

[0027] In the present embodiment, longitudinal slip control refers to the control of the longitudinal speed and slip ratio of the vehicle; lateral control refers to the control of the yaw motion of the vehicle.

[0028] The first stability boundary mainly refers to the maximum speed or acceleration limit at which the vehicle can maintain stability in the longitudinal control of the vehicle. This boundary is usually related to the vehicle's braking performance, traction control, tire adhesion to the ground, and the dynamic stability of the vehicle. For example, in the anti-lock braking system (ABS), the system controls the braking force to prevent the wheels from locking, thereby ensuring that the vehicle does not lose stability when braking. In this process, the maximum deceleration or braking force level allowed by the ABS system can be regarded as a stability boundary for longitudinal control.

[0029] The second stability boundary refers to the limit condition under which the vehicle can maintain stability in the lateral control of the vehicle. This boundary is usually related to factors such as the vehicle's center of mass slip angle, yaw rate, tire cornering stiffness, and lateral acceleration. When the vehicle is turning or subjected to lateral force, if the limits of these factors are exceeded, the vehicle may skid or lose control.

[0030] In one embodiment, obtaining a first stability boundary of the vehicle during longitudinal slip control includes:

[0031] Establishing a longitudinal sliding dynamics model according to the tire force, vehicle mass and vehicle speed of the vehicle;

[0032] Determining the stability of the equilibrium point of the longitudinal sliding dynamics model;

[0033] Using the stability, the first stability boundary is determined.

[0034] In this embodiment, the tire force refers to the interaction force between the tire and the ground, including longitudinal force (ie, driving force or braking force) and lateral force. In the longitudinal slip control in this embodiment, the longitudinal force is mainly concerned.

[0035] In longitudinal slip dynamics models, the equilibrium point is the point in the vehicle's motion where the system state (such as speed, acceleration, etc.) no longer changes over time. To determine the stability of the equilibrium point, it is necessary to analyze the response of the system to disturbances near the equilibrium point. This is usually done by linearizing the system equations and studying their eigenvalues. If the real parts of the eigenvalues ​​are all negative, the equilibrium point is stable, meaning that the system will return to the equilibrium point after being disturbed. If the eigenvalues ​​have positive real parts, the equilibrium point is unstable.

[0036] The first stability boundary refers to the maximum speed or acceleration limit at which the vehicle can maintain stability in longitudinal slip control. When the speed or acceleration of the vehicle exceeds this boundary, the vehicle may lose stability. By analyzing the stability of the longitudinal slip dynamics model at different speeds and accelerations, the area where the vehicle can maintain stability can be determined. The boundary of this area is the first stability boundary. In this embodiment, the effectiveness of the model can be verified by simulation or experiment, and the model parameters can be further adjusted to more accurately reflect the actual performance of the vehicle.

[0037] In one embodiment of the present application, obtaining the second stability boundary of the vehicle during lateral control includes:

[0038] Establishing a yaw dynamics model of the vehicle according to the tire slip angle and yaw angular velocity of the vehicle;

[0039] Linearizing the yaw dynamics model to obtain a target model;

[0040] The target model is subjected to stability analysis using Routh criterion to obtain the second stability boundary.

[0041] In this embodiment, the tire slip angle is the angle between the tire centerline direction and the actual rolling direction of the tire, which reflects the deformation of the tire under the action of lateral force. The yaw rate is the angular velocity of the vehicle rotating around its vertical axis, and is an important parameter for describing the lateral stability of the vehicle. Based on the tire slip angle and yaw rate, a yaw dynamic model of the vehicle can be constructed. The model usually includes the vehicle's yaw motion equation, lateral motion equation, and tire side slip characteristic equation.

[0042] Since the vehicle dynamics model is usually nonlinear, direct analysis may be complicated. Through linearization, the model can be simplified into a linear system that is easier to analyze. Specifically, the linearization can be performed by the following method: Taylor expansion of the yaw dynamics model near the equilibrium point and ignoring high-order terms to obtain a linearized target model.

[0043] The Routh criterion is an algebraic method for judging the stability of a linear system. It constructs a Routh table and judges the stability of the system based on the sign changes of the elements in the table.

[0044] Specifically, the stability analysis steps may include:

[0045] The linearized target model is converted into state space form to obtain the state matrix A of the system.

[0046] Construct a Routh table and fill the characteristic polynomial coefficients of the state matrix A into the table according to certain rules.

[0047] The stability of the system is determined by the change in the sign of the first column of the Routh table. If all elements in the first column are greater than 0 (or less than 0, depending on the specific rules), the system is stable; otherwise, the system is unstable.

[0048] By adjusting the parameters in the model (such as front wheel steering angle, vehicle speed, etc.) and observing the change points of the symbols in the first column of the Rolls table, the second stability boundary of the vehicle under different conditions can be determined.

[0049] In this embodiment, by determining the stability boundaries of the vehicle in longitudinal and lateral control, it is possible to predict and prevent the vehicle from losing control under extreme conditions such as high-speed driving, rapid acceleration, rapid deceleration or sharp turns. This helps the vehicle control system take corresponding measures when approaching or reaching these boundaries to maintain the stability and controllability of the vehicle.

[0050] Step 102, optimizing the longitudinal speed and longitudinal acceleration of the vehicle using the first stability boundary to obtain an estimated speed of the vehicle;

[0051] In this embodiment, accurate estimation of longitudinal vehicle speed is crucial to achieve precise control and optimize vehicle performance. Therefore, this embodiment designs a four-wheel drive longitudinal vehicle speed estimation method that integrates normalized vehicle speed, kinematic estimation and self-closed loop constraints to solve the problem of errors in traditional vehicle speed estimation methods. First, the sensor data such as different wheel speeds and accelerations are normalized to eliminate errors caused by factors such as tire wear and road conditions. Secondly, the longitudinal vehicle speed and acceleration of the vehicle are estimated by combining the normalized sensor data using the vehicle kinematics principle. Finally, based on the self-closed loop control boundary determined by Lyapunov stability, the kinematic estimation results are constrained and optimized to improve the accuracy and reliability of vehicle speed estimation.

[0052] Step 103, when the driving state of the vehicle reaches the first stability boundary or the second stability boundary, the wheel torque of the vehicle is distributed according to the driving state, the first stability boundary, the second stability boundary and the estimated vehicle speed so that the driving state is within the first stability boundary and the second stability boundary.

[0053] In this embodiment, when the driving state of the vehicle approaches or reaches the first stability boundary or the second stability boundary, the torque of the vehicle needs to be distributed according to the current driving state, the two stability boundaries and the estimated vehicle speed. This usually involves the torque distribution strategy of the four-wheel drive system and possible braking force distribution (such as ABS, ESP, etc.). Through reasonable torque distribution, the driving trajectory and posture of the vehicle can be adjusted to bring the vehicle back into the stable area.

[0054] In one embodiment, allocating the wheel torque of the vehicle according to the driving state, the first stability boundary, the second stability boundary, and the estimated vehicle speed includes:

[0055] Determining the adhesion between the wheels of the vehicle and the ground and the relative slip rate of the wheels according to the driving state;

[0056] Determining an all-wheel limited slip torque distribution strategy of the vehicle by using the adhesion and the relative slip ratio;

[0057] Establishing a limit global fusion model and an expected maneuvering model by using the first stability boundary, the second stability boundary, and the estimated vehicle speed;

[0058] The wheel torque of the vehicle is distributed according to the all-wheel limited slip torque distribution strategy, the limit global fusion model and the expected handling model.

[0059] In this embodiment, the driving state may include dynamic parameters such as the current acceleration, yaw rate, and tire slip angle of the vehicle. Adhesion is the maximum traction or braking force that a wheel can generate, which is affected by various factors such as road conditions and tire characteristics. The relative slip rate reflects the difference between the wheel speed and the actual driving speed, and is a key indicator for evaluating whether the wheel is slipping. Among them, adhesion can be determined by tire rounding theory, and relative slip rate can be determined by relative slip suppression.

[0060] After determining the adhesion and relative slip ratio, the vehicle's all-wheel limited slip torque distribution strategy can be determined based on the adhesion and relative slip ratio. This strategy prevents excessive wheel slip by properly distributing torque to each wheel, thereby maintaining the vehicle's traction and stability.

[0061] The extreme global fusion model is a comprehensive model that takes into account the dynamic characteristics of the vehicle under different working conditions, including the longitudinal, lateral and vertical mechanical relationships. This model can predict the behavior of the vehicle when it approaches or reaches the stability boundary and provide a reference for the control strategy.

[0062] The expected maneuver model is a response model to the driver's intention or the command of the autonomous driving system. It predicts the vehicle's future trajectory and posture based on the estimated vehicle speed, the vehicle's current state, and the driver's or system's input, and formulates a control strategy accordingly.

[0063] After determining the all-wheel limited slip torque distribution strategy, the limit global fusion model and the expected handling model, the vehicle torque can be distributed according to these models and strategies. This process needs to comprehensively consider the vehicle's current driving state, stability boundary, estimated vehicle speed and the driver or system's instructions, and calculate the optimal torque distribution plan through the algorithm.

[0064] In one embodiment, allocating the wheel torque of the vehicle according to the all-wheel limited slip torque allocation strategy, the limit global fusion model and the expected handling model includes:

[0065] According to the all-wheel limited slip torque distribution strategy, the extreme global fusion model and the expected handling model, the vehicle is subjected to active yaw, compound slip and self-closed loop dual constraints.

[0066] In this embodiment, active yaw control actively controls the yaw rate and driving trajectory of the vehicle by adjusting the torque difference between the front and rear wheels or the left and right wheels of the vehicle. Under the guidance of the extreme global fusion model, the system can predict the yaw response of the vehicle under different working conditions and adjust the torque distribution strategy accordingly to maintain the stability of the vehicle and the expected driving path. Active yaw control is essential to improve the stability of the vehicle when driving at high speeds, changing lanes urgently or driving on curves.

[0067] Compound slip control is to optimize torque distribution by considering both longitudinal slip and lateral slip of the wheels, as well as the interaction between them. Under extreme conditions, the wheels may simultaneously experience longitudinal slip (such as slipping during acceleration or braking) and lateral slip (such as side slipping during cornering), which will affect each other and reduce the stability and handling of the vehicle. Compound slip control monitors the slip state of the wheels in real time and uses an all-wheel limited slip torque distribution strategy to adjust the torque to reduce or eliminate compound slip and improve the vehicle's traction and handling.

[0068] Self-closed-loop dual constraints refer to the introduction of two or more closed-loop feedback mechanisms in the control process to achieve precise control and constraints on the vehicle state. These closed-loop feedback mechanisms may include vehicle speed feedback, yaw rate feedback, lateral acceleration feedback, etc. By monitoring these feedback signals in real time and comparing them with the expected control model, the system can promptly detect and correct deviations in the vehicle state to ensure that the vehicle drives according to the expected trajectory and state. At the same time, self-closed-loop dual constraints can also improve the robustness and anti-interference ability of the system, so that the vehicle can still maintain a stable driving state under complex and changeable road conditions.

[0069] In this embodiment, by obtaining the first stability boundary of the vehicle during longitudinal slip control and the second stability boundary of the vehicle during lateral control, and accurately estimating the estimated vehicle speed, finally when the driving state of the vehicle reaches the first stability boundary or the second stability boundary, the wheel torque of the vehicle is distributed according to the driving state, the first stability boundary, the second stability boundary and the estimated vehicle speed, so that the driving state is within the first stability boundary and the second stability boundary, so that the vehicle is always in a stable state during driving, and the stability boundary of the vehicle under different working conditions is considered, and torque distribution is performed accordingly. This enables the vehicle to better adapt to various complex and changeable road conditions and driving conditions, especially avoiding the occurrence of safety problems such as low wheel-ground adhesion utilization, slip instability and understeering in complex working conditions such as slippery and sharp bends, and improving the adaptability and safety of the vehicle.

[0070] like Figure 2 As shown, the embodiment of the present application further provides a vehicle control device 200, and the vehicle control device 200 includes:

[0071] An acquisition module 201 is used to acquire a first stability boundary of the vehicle during longitudinal slip control and a second stability boundary of the vehicle during lateral control;

[0072] An optimization module 202, configured to optimize the longitudinal speed and longitudinal acceleration of the vehicle using the first stability boundary to obtain an estimated speed of the vehicle;

[0073] The allocation module 203 is used to allocate the wheel torque of the vehicle according to the driving state, the first stability boundary, the second stability boundary and the estimated vehicle speed when the driving state of the vehicle reaches the first stability boundary or the second stability boundary, so that the driving state is within the first stability boundary and the second stability boundary.

[0074] Optionally, the acquisition module 201 includes:

[0075] A first establishing submodule is used to establish a longitudinal sliding dynamics model according to the tire force, vehicle mass and vehicle speed of the vehicle;

[0076] A first determination submodule is used to determine the stability of the equilibrium point of the longitudinal sliding dynamics model;

[0077] The second determining submodule is configured to determine the first stability boundary by utilizing the stability.

[0078] Optionally, the acquisition module 201 includes:

[0079] A second establishing submodule is used to establish a yaw dynamics model of the vehicle according to the tire slip angle and yaw angular velocity of the vehicle;

[0080] A processing submodule, used for performing linearization processing on the yaw dynamics model to obtain a target model;

[0081] The analysis submodule is used to perform stability analysis on the target model using the Routh criterion to obtain the second stability boundary.

[0082] Optionally, the vehicle control device 200 further includes:

[0083] A first determination module, configured to obtain a wheel speed and a first acceleration of the vehicle through a vehicle sensor;

[0084] a processing module, configured to normalize the wheel speed and the first acceleration to obtain normalized wheel speed and first acceleration;

[0085] The second determination module is used to determine the longitudinal vehicle speed and the longitudinal acceleration by using the normalized wheel speed and the first acceleration.

[0086] Optionally, the allocation module 203 includes:

[0087] A third determination submodule, configured to determine the adhesion between the wheels of the vehicle and the ground and the relative slip rate of the wheels according to the driving state;

[0088] a fourth determination submodule, configured to determine an all-wheel limited slip torque distribution strategy of the vehicle by using the adhesion and the relative slip ratio;

[0089] A third establishing submodule is used to establish a limit global fusion model and an expected manipulation model by using the first stability boundary, the second stability boundary and the estimated vehicle speed;

[0090] The allocation submodule is used to allocate the wheel torque of the vehicle according to the all-wheel limited slip torque allocation strategy, the limit global fusion model and the expected handling model.

[0091] Optionally, the allocation submodule is specifically used to:

[0092] According to the all-wheel limited slip torque distribution strategy, the extreme global fusion model and the expected handling model, the vehicle is subjected to active yaw, compound slip and self-closed loop dual constraints.

[0093] Figure 3 It is a schematic diagram of the structure of the terminal device provided in an embodiment of the present application.

[0094] The terminal device may include a processor 301 and a memory 302 storing computer program instructions.

[0095] Specifically, the processor 301 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured to implement one or more integrated circuits of the embodiments of the present application.

[0096] The memory 302 may include a large capacity memory for data or instructions. By way of example and not limitation, the memory 302 may include a hard disk drive (HDD), a floppy disk drive, a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive or a combination of two or more of these. In appropriate cases, the memory 302 may include a removable or non-removable (or fixed) medium. In appropriate cases, the memory 302 may be inside or outside the integrated gateway disaster recovery device. In a specific embodiment, the memory 302 is a non-volatile solid-state memory.

[0097] In certain embodiments, the memory 302 may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk storage media device, an optical storage media device, a flash memory device, an electrical, optical or other physical / tangible memory storage device. Thus, in general, the memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., a memory device) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to an aspect of the present disclosure.

[0098] The processor 301 implements any one of the vehicle control methods in the above embodiments by reading and executing computer program instructions stored in the memory 302 .

[0099] In one example, the terminal device may further include a communication interface 303 and a bus 310. Figure 3 As shown, the processor 301, the memory 302, and the communication interface 303 are connected via a bus 310 and communicate with each other.

[0100] The communication interface 303 is mainly used to implement communication between various modules, devices, units and / or equipment in the embodiments of the present application.

[0101] Bus 310 includes hardware, software or both, and couples the components of online data traffic billing equipment to each other. For example, but not limitation, the bus may include accelerated graphics port (AGP) or other graphics bus, enhanced industrial standard architecture (EISA) bus, front-side bus (FSB), hypertransport (HT) interconnection, industrial standard architecture (ISA) bus, infinite bandwidth interconnection, low pin count (LPC) bus, memory bus, micro channel architecture (MCA) bus, peripheral component interconnect (PCI) bus, PCI-Express (PCI-X) bus, serial advanced technology attachment (SATA) bus, first video electronics standard association local (VLB) bus or other suitable bus or two or more of these combinations. Where appropriate, bus 310 may include one or more buses. Although the present application embodiment describes and shows a specific bus, the present application considers any suitable bus or interconnection.

[0102] In addition, in combination with the vehicle control method in the above embodiment, the embodiment of the present application can provide a computer storage medium for implementation. The computer storage medium stores computer program instructions; when the computer program instructions are executed by a processor, any one of the vehicle control methods in the above embodiment is implemented.

[0103] It should be clear that the present application is not limited to the specific configuration and processing described above and shown in the figures. For the sake of simplicity, a detailed description of the known method is omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present application is not limited to the specific steps described and shown, and those skilled in the art can make various changes, modifications and additions, or change the order between the steps after understanding the spirit of the present application.

[0104] The functional blocks shown in the above structural block diagram can be implemented as hardware, software, firmware or a combination thereof. When implemented in hardware, it can be, for example, an electronic circuit, an application-specific integrated circuit (ASIC), appropriate firmware, a plug-in, a function card, etc. When implemented in software, the elements of the present application are programs or code segments used to perform the required tasks. The program or code segment can be stored in a machine-readable medium, or transmitted on a transmission medium or a communication link by a data signal carried in a carrier. "Machine-readable medium" may include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROMs, flash memories, erasable ROMs (EROMs), floppy disks, CD-ROMs, optical disks, hard disks, optical fiber media, radio frequency (RF) links, etc. The code segment can be downloaded via a computer network such as the Internet, an intranet, etc.

[0105] It should also be noted that the exemplary embodiments mentioned in this application describe some methods or systems based on a series of steps or devices. However, this application is not limited to the order of the above steps, that is, the steps can be performed in the order mentioned in the embodiment, or in a different order from the embodiment, or several steps can be performed simultaneously.

[0106] Aspects of the present disclosure are described above with reference to the flowcharts and / or block diagrams of the methods, devices (systems) and computer program products according to the embodiments of the present disclosure. It should be understood that each box in the flowchart and / or block diagram and the combination of boxes in the flowchart and / or block diagram can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable vehicle control device to produce a machine so that these instructions executed by the processor of the computer or other programmable vehicle control device enable the implementation of the functions / actions specified in one or more boxes of the flowchart and / or block diagram. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field programmable logic circuit. It can also be understood that each box in the block diagram and / or flowchart and the combination of boxes in the block diagram and / or flowchart can also be implemented by dedicated hardware that performs the specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions.

[0107] The above are only specific implementation methods of the present application. Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working processes of the systems, modules and units described above can refer to the corresponding processes in the aforementioned method embodiments, and will not be repeated here. It should be understood that the protection scope of the present application is not limited to this. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed in this application, and these modifications or replacements should be included in the protection scope of this application.

Claims

1. A vehicle control method, characterized in that: The method comprises: Acquire a first stability boundary of the vehicle during longitudinal slip control and a second stability boundary of the vehicle during lateral control; wherein the first stability boundary represents a maximum vehicle speed or acceleration limit for the vehicle to remain stable during longitudinal slip control, and the second stability boundary represents an extreme condition for the vehicle to remain stable during lateral control, the extreme condition being determined based on a sideslip angle of the center of mass of the vehicle, a yaw angular velocity, a cornering stiffness of a tire, and a lateral acceleration; optimizing the longitudinal speed and longitudinal acceleration of the vehicle by using the first stability boundary to obtain an estimated speed of the vehicle; When the driving state of the vehicle reaches the first stability boundary or the second stability boundary, distributing the wheel torque of the vehicle according to the driving state, the first stability boundary, the second stability boundary and the estimated vehicle speed, so that the driving state is within the first stability boundary and the second stability boundary; The allocating the wheel torque of the vehicle according to the driving state, the first stability boundary, the second stability boundary and the estimated vehicle speed includes: Determining the adhesion between the wheels of the vehicle and the ground and the relative slip rate of the wheels according to the driving state; Determining an all-wheel limited slip torque distribution strategy of the vehicle by using the adhesion and the relative slip ratio; Establishing a limit global fusion model and an expected maneuvering model by using the first stability boundary, the second stability boundary, and the estimated vehicle speed; The wheel torque of the vehicle is distributed according to the all-wheel limited slip torque distribution strategy, the limit global fusion model and the expected handling model.

2. The vehicle control method according to claim 1, characterized in that: The step of obtaining a first stability boundary of the vehicle during longitudinal slip control includes: Establishing a longitudinal sliding dynamics model according to the tire force, vehicle mass and vehicle speed of the vehicle; Determining the stability of the equilibrium point of the longitudinal sliding dynamics model; Using the stability, the first stability boundary is determined.

3. The vehicle control method according to claim 1, characterized in that: Obtaining a second stability boundary of the vehicle during lateral control, comprising: Establishing a yaw dynamics model of the vehicle according to the tire slip angle and yaw angular velocity of the vehicle; Linearizing the yaw dynamics model to obtain a target model; The target model is subjected to stability analysis using Routh criterion to obtain the second stability boundary.

4. The vehicle control method according to claim 1, characterized in that: Before optimizing the longitudinal speed and longitudinal acceleration of the vehicle by using the first stability boundary to obtain the estimated speed of the vehicle, the method further includes: Acquiring a wheel speed and a first acceleration of the vehicle through a vehicle sensor; Normalizing the wheel speed and the first acceleration to obtain normalized wheel speed and first acceleration; The longitudinal vehicle speed and the longitudinal acceleration are determined using the normalized wheel speed and the first acceleration.

5. The vehicle control method according to claim 1, characterized in that: The allocating the wheel torque of the vehicle according to the all-wheel limited slip torque allocation strategy, the limit global fusion model and the expected handling model comprises: According to the all-wheel limited slip torque distribution strategy, the extreme global fusion model and the expected handling model, the vehicle is subjected to active yaw, compound slip and self-closed loop dual constraints.

6. A vehicle control device, characterized in that: The device comprises: an acquisition module, configured to acquire a first stability boundary of the vehicle during longitudinal slip control and a second stability boundary of the vehicle during lateral control; wherein the first stability boundary represents a maximum vehicle speed or acceleration limit for the vehicle to remain stable during longitudinal slip control, and the second stability boundary represents an extreme condition for the vehicle to remain stable during lateral control, wherein the extreme condition is determined based on a sideslip angle of the center of mass of the vehicle, a yaw rate, a cornering stiffness of a tire, and a lateral acceleration; an optimization module, configured to optimize the longitudinal speed and longitudinal acceleration of the vehicle using the first stability boundary to obtain an estimated speed of the vehicle; an allocating module, configured to allocate the wheel torque of the vehicle according to the driving state, the first stability boundary, the second stability boundary and the estimated vehicle speed when the driving state of the vehicle reaches the first stability boundary or the second stability boundary, so that the driving state is within the first stability boundary and the second stability boundary; The allocation module comprises: A third determination submodule, configured to determine the adhesion between the wheels of the vehicle and the ground and the relative slip rate of the wheels according to the driving state; a fourth determination submodule, configured to determine an all-wheel limited slip torque distribution strategy of the vehicle by using the adhesion and the relative slip ratio; A third establishing submodule is used to establish a limit global fusion model and an expected manipulation model by using the first stability boundary, the second stability boundary and the estimated vehicle speed; The allocation submodule is used to allocate the wheel torque of the vehicle according to the all-wheel limited slip torque allocation strategy, the limit global fusion model and the expected handling model.

7. A terminal device, characterized in that: The device comprises: a processor and a memory storing computer program instructions; When the processor executes the computer program instructions, the vehicle control method as described in any one of claims 1-5 is implemented.

8. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer program instructions, and when the computer program instructions are executed by a processor, the vehicle control method according to any one of claims 1 to 5 is implemented.

9. A computer program product, characterized in that The computer product comprises a computer program, and when the computer program is executed by a processor, the vehicle control method according to any one of claims 1 to 5 is implemented.

Images