Feedback control method of torque, vehicle, and storage medium

Abstract

The present application provides a torque feedback control method, a vehicle and a storage medium, the method comprising: determining a yaw control amount and a PID control parameter of the vehicle; inputting the yaw control amount and the PID control parameter into a PID controller to perform PID control on an actual yaw angular velocity of the vehicle, and outputting a feedback yaw torque; and distributing the feedback yaw torque to left and right wheels of the vehicle. The present application can perform PID feedback control on the actual yaw angular velocity of the vehicle according to the yaw control amount of the vehicle, correct the actual yaw torque, and thus can perform closed-loop correction on the control result in the case of large disturbance in the driving environment or deviation in the calculation result, improve the control accuracy, improve the control efficiency, and thus improve the stability, safety and driver's maneuverability of the vehicle driving state.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a torque feedback control method, a vehicle, and a storage medium. Background Technology

[0002] With the development of modern electric vehicle technology, multi-motor architecture has gradually become the mainstream research direction. Because motors are easy to control and have a fast response speed, various vehicle control strategies can be developed based on electric vehicles to improve vehicle stability, agility, or driving pleasure. Among these, independent motor control has become a mainstream research direction.

[0003] Currently, most vehicles equipped with independent motor control, i.e., single-axis dual-motor systems, adopt a left-right torque distribution method based on target yaw control. In the target yaw-based motor torque distribution control, combined with the driving conditions, the torque difference generated by the two motors adds yaw torque to the vehicle, corrects and compensates for the current actual yaw of the vehicle, so that the vehicle reaches the calculated target yaw, corrects the vehicle state, and improves vehicle performance.

[0004] However, in practical applications, vehicle feedforward control based on target yaw may fail to achieve the expected value or result in over-control due to significant disturbances in the driving environment, deviations in calculation results, or constantly changing driving conditions. Consequently, the control accuracy for correcting the control results is low, leading to poor vehicle agility and stability. Summary of the Invention

[0005] The present invention aims to solve at least one of the technical problems existing in the prior art.

[0006] Therefore, one objective of this invention is to propose a torque feedback control method that can perform PID feedback control on the actual yaw torque of the vehicle based on the yaw control quantity of the vehicle, thereby correcting the actual yaw torque. This allows for closed-loop correction of the control results even under conditions of significant disturbance in the driving environment or deviations in the calculation results, improving control accuracy and efficiency, and ultimately enhancing the stability, safety, and driver control of the vehicle's driving state.

[0007] Therefore, a second objective of the present invention is to provide a torque feedback control device.

[0008] Therefore, a third objective of the present invention is to provide a vehicle.

[0009] Therefore, a fourth object of the present invention is to provide a computer-readable storage medium.

[0010] To achieve the above objectives, an embodiment of the first aspect of the present invention provides a torque feedback control method, the method comprising: determining a yaw control quantity and PID control parameters of a vehicle; inputting the yaw control quantity and the PID control parameters into a PID controller to perform PID control on the actual yaw rate of the vehicle, and outputting a feedback yaw torque; and distributing torque to the left and right wheels of the vehicle according to the feedback yaw torque.

[0011] According to the torque feedback control method of this invention, the vehicle's driving state is monitored in real time by relevant sensors or controllers to obtain driving data. Based on this data, the vehicle's yaw control quantity and PID control parameters are determined. These parameters are then input into a PID controller, which performs PID control on the vehicle's actual yaw rate and outputs feedback yaw torque. The feedback yaw torque is then used to distribute torque to the left and right wheels to correct the vehicle's yaw state. Therefore, this invention enables PID feedback control of the vehicle's actual yaw rate based on the yaw control quantity, achieving correction of the actual yaw torque. This allows for closed-loop correction of the control results even under conditions of significant disturbance in the driving environment or deviations in calculation results, improving control accuracy and efficiency. Ultimately, this enhances the stability, safety, and driver control of the vehicle's driving state.

[0012] In some embodiments, determining the yaw control amount of the vehicle includes: acquiring a target yaw rate and an actual yaw rate of the vehicle; and using the difference between the target yaw rate and the actual yaw rate as the yaw control amount.

[0013] In some embodiments, obtaining the actual yaw rate includes: obtaining the actual yaw rate using an inertial sensor.

[0014] In some embodiments, obtaining the target yaw rate of the vehicle includes: obtaining the target yaw rate from the vehicle controller, wherein the target yaw rate is calculated by the vehicle controller.

[0015] In some embodiments, the PID control parameters include: proportional gain, integral gain, and derivative gain. Determining the PID control parameters includes: acquiring the vehicle speed and lateral acceleration; and determining the proportional gain, integral gain, and derivative gain of the PID controller based on the vehicle speed and lateral acceleration.

[0016] In some embodiments, determining the proportional gain of the PID controller based on the vehicle speed and lateral acceleration includes: obtaining a first proportional gain corresponding to the vehicle speed by querying a target vehicle speed-proportional gain correspondence calibration table based on the vehicle speed; obtaining a second proportional gain corresponding to the lateral acceleration by querying a target lateral acceleration-proportional gain correspondence calibration table based on the lateral acceleration; and using the product of the first proportional gain and the second proportional gain as the proportional gain corresponding to the vehicle speed and lateral acceleration.

[0017] In some embodiments, before querying the target vehicle speed-proportional gain correspondence calibration table to obtain the first proportional gain corresponding to the vehicle speed, and querying the target lateral acceleration-proportional gain correspondence calibration table to obtain the second proportional gain corresponding to the lateral acceleration, the method further includes: determining the road surface friction coefficient level of the road surface on which the vehicle is currently traveling; selecting the target vehicle speed-proportional gain correspondence calibration table and the target lateral acceleration-proportional gain correspondence calibration table corresponding to the road surface friction coefficient level from the database, wherein different road surface friction coefficient levels correspond to different target vehicle speed-proportional gain correspondence calibration tables and different target lateral acceleration-proportional gain correspondence calibration tables.

[0018] In some embodiments, determining the integral gain of the PID controller based on the vehicle speed and lateral acceleration includes: obtaining a first integral gain corresponding to the vehicle speed by querying a target vehicle speed-integral gain correspondence calibration table based on the vehicle speed; obtaining a second integral gain corresponding to the lateral acceleration by querying a target lateral acceleration-integral gain correspondence calibration table based on the lateral acceleration; and using the product of the first integral gain and the second integral gain as the integral gain corresponding to the vehicle speed and lateral acceleration.

[0019] In some embodiments, before querying the target vehicle speed-integral gain correspondence calibration table to obtain the first integral gain corresponding to the vehicle speed, and querying the target lateral acceleration-integral gain correspondence calibration table to obtain the second integral gain corresponding to the lateral acceleration, the method further includes: determining the road surface friction coefficient level of the road surface on which the vehicle is currently traveling; selecting the target vehicle speed-integral gain correspondence calibration table and the target lateral acceleration-integral gain correspondence calibration table corresponding to the road surface friction coefficient level from the database, wherein different road surface friction coefficient levels correspond to different target vehicle speed-integral gain correspondence calibration tables and different target lateral acceleration-integral gain correspondence calibration tables.

[0020] In some embodiments, determining the derivative gain of the PID controller based on the vehicle speed and lateral acceleration includes: obtaining a first derivative gain corresponding to the vehicle speed by querying a target vehicle speed-derivative gain correspondence calibration table based on the vehicle speed; obtaining a second derivative gain corresponding to the lateral acceleration by querying a target lateral acceleration-derivative gain correspondence calibration table based on the lateral acceleration; and using the product of the first derivative gain and the second derivative gain as the derivative gain corresponding to the vehicle speed and lateral acceleration.

[0021] In some embodiments, before querying the target vehicle speed-differential gain correspondence calibration table to obtain the first differential gain corresponding to the vehicle speed, and querying the target lateral acceleration-differential gain correspondence calibration table to obtain the second differential gain corresponding to the lateral acceleration, the method further includes: determining the road surface friction coefficient level of the road surface on which the vehicle is currently traveling; selecting the target vehicle speed-differential gain correspondence calibration table and the target lateral acceleration-differential gain correspondence calibration table corresponding to the road surface friction coefficient level from the database, wherein different road surface friction coefficient levels correspond to different target vehicle speed-differential gain correspondence calibration tables and different target lateral acceleration-differential gain correspondence calibration tables.

[0022] In some embodiments, after outputting the feedback yaw torque, the method further includes: acquiring an anti-saturation control quantity; inputting the output feedback yaw torque and the anti-saturation control quantity into the PID controller to perform anti-saturation feedback control on the feedback yaw torque, and outputting a corrected feedback yaw torque; and distributing torque between the left and right wheels of the vehicle according to the corrected feedback yaw torque.

[0023] In some embodiments, obtaining the anti-saturation control quantity includes: obtaining the actual yaw torque and the target yaw torque of the vehicle; and using the difference between the actual yaw torque and the target yaw torque as the anti-saturation control quantity.

[0024] In some embodiments, the actual yaw torque of the vehicle is obtained by the following calculation formula, the calculation formula including:

[0025]

[0026] Among them, M z，ss T is the actual yaw torque. rr T represents the output torque of the vehicle's right rear motor. rl i represents the output torque of the vehicle's left rear motor. rr i is the speed ratio of the right rear axle of the vehicle. rl R is the speed ratio of the left rear axle of the vehicle. rr R is the dynamic radius of the right rear wheel of the vehicle. rl The dynamic radius of the vehicle's left rear wheel, tw This refers to the rear axle track of the vehicle.

[0027] To achieve the above objectives, a second aspect of the present invention provides a torque feedback control device, the device comprising: a determining module for determining a yaw control quantity and PID control parameters of a vehicle; a PID controller for receiving the yaw control quantity and the PID control parameters to perform PID control on the actual yaw rate of the vehicle and output a feedback yaw torque; and a control module for distributing torque to the left and right wheels of the vehicle according to the feedback yaw torque.

[0028] According to an embodiment of the present invention, a torque feedback control device monitors the vehicle's driving state in real time using relevant sensors or controllers to obtain driving data. Based on this data, it determines the vehicle's yaw control quantity and PID control parameters, inputs these parameters into a PID controller, and performs PID control on the vehicle's actual yaw rate based on the yaw control quantity and parameters. The PID controller then outputs a feedback yaw torque, distributing torque to the left and right wheels to correct the vehicle's yaw state. Therefore, this invention enables PID feedback control of the vehicle's actual yaw rate based on the yaw control quantity, correcting the actual yaw torque. This allows for closed-loop correction of the control results even under conditions of significant disturbance in the driving environment or deviations in calculations, improving control accuracy and efficiency, and ultimately enhancing vehicle stability, safety, and driver control.

[0029] To achieve the above objectives, a third aspect of the present invention provides a vehicle comprising: a torque feedback control device as described in the above embodiments; or, the vehicle comprising: a processor, a memory, and a torque feedback control program stored in the memory and executable on the processor, wherein the torque feedback control program, when executed by the processor, implements the torque feedback control method as described in the above embodiments.

[0030] According to an embodiment of the present invention, the vehicle's driving status is monitored in real time by relevant sensors or controllers to obtain driving data. Based on the driving data, the vehicle's yaw control quantity and PID control parameters are determined. These parameters are then input into a PID controller, which performs PID control on the vehicle's actual yaw rate and outputs feedback yaw torque. The feedback yaw torque is then used to distribute torque to the left and right wheels to correct the vehicle's yaw state. Therefore, the present invention can perform PID feedback control on the vehicle's actual yaw rate based on the yaw control quantity, correcting the actual yaw torque. This allows for closed-loop correction of the control results even under conditions of significant disturbance in the driving environment or deviations in calculation results, improving control accuracy and efficiency. Ultimately, this enhances the stability, safety, and driver control of the vehicle's driving state.

[0031] To achieve the above objectives, a fourth aspect of the present invention provides a computer-readable storage medium storing a torque feedback control program, which, when executed by a processor, implements the torque feedback control method as described in the above embodiments.

[0032] According to an embodiment of the present invention, a computer-readable storage medium storing a torque feedback control program, when executed by a processor, can monitor the vehicle's driving state in real time to obtain vehicle driving data. Based on the relevant driving data, the yaw control quantity and PID control parameters of the vehicle are determined. These are then input into a PID controller. The PID controller performs PID control on the actual yaw rate of the vehicle based on the yaw control quantity and PID control parameters, and outputs a feedback yaw torque. Based on the feedback yaw torque, torque is distributed to the left and right wheels of the vehicle to correct its yaw state. Therefore, the present invention can perform PID feedback control on the actual yaw rate of the vehicle based on the yaw control quantity, achieving correction of the actual yaw torque. This allows for closed-loop correction of the control results even under conditions of significant disturbance in the driving environment or deviations in the calculation results, improving control accuracy and efficiency, and ultimately enhancing the stability, safety, and driver control of the vehicle's driving state.

[0033] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0034] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0035] Figure 1 This is a flowchart of a torque feedback control method according to an embodiment of the present invention;

[0036] Figure 2 This is a structural block diagram of a PID controller according to an embodiment of the present invention;

[0037] Figure 3 This is a flowchart of a torque feedback control method according to another embodiment of the present invention;

[0038] Figure 4 This is a structural block diagram of a torque feedback control device according to an embodiment of the present invention;

[0039] Figure 5 This is a structural block diagram of a vehicle according to an embodiment of the present invention;

[0040] Figure 6 This is a structural block diagram of a vehicle according to another embodiment of the present invention.

[0041] Reference numerals: 2 for torque feedback control device; 21 for determination module; 22 for PID controller; 23 for control module; 3 for vehicle; 100 for processor; 101 for memory; 102 for torque feedback control program. Detailed Implementation

[0042] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0043] The following is in conjunction with the appendix Figures 1-6 The torque feedback control method and apparatus, vehicle and storage medium of the present invention are described in detail.

[0044] The following is a combination of... Figures 1-3 The torque feedback control method of this invention will be illustrated by example.

[0045] like Figure 1 As shown, the torque feedback control method of this embodiment includes at least steps S1-S3.

[0046] Step S1: Determine the vehicle's yaw control quantity and PID (Proportional-Integral-Derivative) control parameters.

[0047] The yaw control variable is the control input to the PID controller, determined based on the vehicle's target yaw rate and actual yaw rate. The PID control parameters include proportional gain, integral gain, and derivative gain. It is understandable that these parameters will change depending on the motion state of each wheel.

[0048] In an embodiment, such as Figure 2 The diagram shown is a structural block diagram of a PID controller according to an embodiment of the present invention. The vehicle's driving state can be monitored in real time through relevant sensors or controllers on the vehicle, and driving data such as the target yaw rate, actual yaw rate, vehicle speed, and lateral acceleration can be acquired. The yaw control quantity can be calculated based on the target and actual yaw rates. The PID control parameters of the PID controller can be determined based on the vehicle speed and lateral acceleration. PID control can be applied to the actual yaw rate based on the yaw control quantity and PID control parameters, thereby achieving real-time correction and compensation of the actual yaw rate to ensure that the actual yaw rate reaches the target yaw rate.

[0049] Step S2: Input the yaw control quantity and PID control parameters into the PID controller to perform PID control on the actual yaw rate of the vehicle and output feedback yaw torque.

[0050] Among them, the feedback yaw torque is the corrected and compensated motor torque, that is, the yaw torque obtained by the PID controller based on the yaw control quantity and PID control parameters. By performing real-time PID control on the actual yaw angular velocity of the vehicle based on the yaw control quantity and PID control parameters, it ensures that the feedback yaw torque required by the vehicle at different times of driving is not too large or too small, thus providing data support for the reasonable distribution of torque between the left and right wheels of the vehicle. As a result, the torque between the left and right wheels can be reasonably distributed under different conditions, realizing the vehicle's own real-time monitoring and adaptive distribution of torque between the left and right wheels, so that the vehicle itself moves in the expected yaw state, ensuring the stability, safety and maneuverability of the vehicle.

[0051] In an embodiment, such as Figure 2 As shown, after determining the yaw control quantity and PID control parameters of the vehicle, the yaw control quantity and PID control parameters are input into the PID controller. After receiving the yaw control quantity and PID control parameters, the PID controller performs PID control on the actual yaw angular velocity of the vehicle according to the yaw control quantity and PID control parameters, thereby improving control efficiency and accuracy, and outputs feedback yaw torque so as to perform targeted torque distribution to the left and right wheels of the vehicle according to the feedback yaw torque.

[0052] Step S3: Distribute torque to the left and right wheels of the vehicle based on the feedback yaw torque.

[0053] In an embodiment, such as Figure 2 As shown, after obtaining the feedback yaw torque, the torque is distributed to the left and right wheels of the vehicle according to the feedback yaw torque to correct the vehicle's own yaw state. When there is a large disturbance in the driving environment, the calculation results are biased, or the driving conditions are constantly changing, the control results are corrected in real time to ensure the accuracy of control, thereby improving the stability, safety and driver control of the vehicle state.

[0054] The vehicle in this embodiment of the invention may include three-motor or four-motor vehicles. A three-motor vehicle has two motors on one axle, driving the two wheels corresponding to that axle, and one motor on the other axle, driving the two wheels corresponding to that axle. Examples of three-motor vehicles include: two motors on the rear axle and one motor on the front axle, or two motors on the front axle and one motor on the rear axle. In other words, the vehicle has three motors: one motor on the front axle to drive the front axle alone, and two motors on the rear axle to drive the two wheels corresponding to the rear axle; or, one motor on the rear axle to drive the rear axle alone, and two motors on the front axle to drive the two wheels corresponding to the front axle. A four-motor vehicle has four motors, each driving one wheel. Specifically, two motors on the front axle drive the two wheels on the front axle, and two motors on the rear axle drive the two wheels on the rear axle. This allows for independent control of the motors, improving vehicle response speed and agility. It also allows for better utilization of ground adhesion and slip control, thus improving the vehicle's power and stability.

[0055] According to the torque feedback control method of this invention, the vehicle's driving state is monitored in real time by relevant sensors or controllers to obtain driving data. Based on this data, the vehicle's yaw control quantity and PID control parameters are determined. These parameters are then input into a PID controller, which performs PID control on the vehicle's actual yaw rate and outputs feedback yaw torque. The feedback yaw torque is then used to distribute torque to the left and right wheels to correct the vehicle's yaw state. Therefore, this invention enables PID feedback control of the vehicle's actual yaw rate based on the yaw control quantity, achieving correction of the actual yaw torque. This allows for closed-loop correction of the control results even under conditions of significant disturbance in the driving environment or deviations in calculation results, improving control accuracy and efficiency. Ultimately, this enhances the stability, safety, and driver control of the vehicle's driving state.

[0056] In some embodiments, determining the yaw control amount of the vehicle includes: acquiring the target yaw rate and the actual yaw rate of the vehicle; and using the difference between the target yaw rate and the actual yaw rate as the yaw control amount.

[0057] In this embodiment, after obtaining the target yaw rate and the actual yaw rate of the vehicle, the difference between the target yaw rate and the actual yaw rate is calculated, and the difference between the target yaw rate and the actual yaw rate is used as the yaw control quantity. In order to correct and compensate the actual yaw rate of the vehicle in real time according to the yaw control quantity, thereby improving the stability, safety and driver control of the vehicle state.

[0058] In some embodiments, obtaining the actual yaw rate includes: obtaining the actual yaw rate via an inertial sensor.

[0059] In this embodiment, the vehicle's driving status can be monitored in real time by relevant sensors on the vehicle, such as an IMU (Inertial Measurement Unit), and driving data can be obtained, such as the actual yaw rate of the vehicle. This facilitates the determination of the yaw control amount based on the actual yaw rate and the target yaw rate.

[0060] In some embodiments, obtaining the target yaw rate of the vehicle includes: obtaining the target yaw rate from the vehicle controller, wherein the target yaw rate is calculated by the vehicle controller.

[0061] In this embodiment, after the vehicle controller calculates the target yaw rate, it determines the yaw control amount based on the calculated target yaw rate and the actual yaw rate obtained by the inertial sensor. This allows for real-time correction and compensation of the vehicle's actual yaw rate based on the yaw control amount, thereby improving the stability, safety, and driver control of the vehicle.

[0062] In some embodiments, the PID control parameters include: proportional gain, integral gain, and derivative gain. Determining the PID control parameters includes: acquiring the vehicle speed and lateral acceleration; and determining the proportional gain, integral gain, and derivative gain of the PID controller based on the vehicle speed and lateral acceleration.

[0063] In this embodiment, the vehicle's driving status can be monitored in real time by relevant sensors on the vehicle, and driving data such as vehicle speed and lateral acceleration can be obtained. The vehicle controller determines the proportional gain of the PID controller, for example, denoted as kp, the integral gain, for example, ki, and the derivative gain, for example, kd, based on the vehicle speed and lateral acceleration, so as to determine the PID control parameters based on the above information.

[0064] In some embodiments, determining the proportional gain of the PID controller based on the vehicle speed and lateral acceleration includes: obtaining a first proportional gain corresponding to the vehicle speed by querying a target vehicle speed-proportional gain correspondence calibration table based on the vehicle speed; obtaining a second proportional gain corresponding to the lateral acceleration by querying a target lateral acceleration-proportional gain correspondence calibration table based on the lateral acceleration; and using the product of the first proportional gain and the second proportional gain as the proportional gain corresponding to the vehicle speed and lateral acceleration.

[0065] In this embodiment, after the vehicle controller acquires the vehicle speed, it queries the target vehicle speed-proportional gain correspondence calibration table to obtain the first proportional gain corresponding to the vehicle speed. After the vehicle controller acquires the vehicle's lateral acceleration, it queries the target lateral acceleration-proportional gain correspondence calibration table to obtain the second proportional gain corresponding to the lateral acceleration. The product of the first proportional gain and the second proportional gain is calculated, and the product of the first proportional gain and the second proportional gain is used as the proportional gain kp corresponding to the vehicle speed and lateral acceleration, thereby reducing the feedback gain when the lateral acceleration is high.

[0066] In some embodiments, before querying the target vehicle speed-proportional gain correspondence calibration table to obtain the first proportional gain corresponding to the vehicle speed, and querying the target lateral acceleration-proportional gain correspondence calibration table to obtain the second proportional gain corresponding to the lateral acceleration, the method further includes: determining the road surface friction coefficient level of the road surface on which the vehicle is currently traveling; selecting the target vehicle speed-proportional gain correspondence calibration table and the target lateral acceleration-proportional gain correspondence calibration table corresponding to the road surface friction coefficient level from the database, wherein different road surface friction coefficient levels correspond to different target vehicle speed-proportional gain correspondence calibration tables and different target lateral acceleration-proportional gain correspondence calibration tables.

[0067] In this embodiment, before querying the target speed-proportional gain correspondence calibration table to obtain the first proportional gain corresponding to the vehicle speed, and querying the target lateral acceleration-proportional gain correspondence calibration table to obtain the second proportional gain corresponding to the lateral acceleration, the vehicle's driving status can be monitored in real time by relevant sensors on the vehicle, and driving data can be obtained, such as the road friction coefficient level of the current road surface. The target speed-proportional gain correspondence calibration table and the target lateral acceleration-proportional gain correspondence calibration table corresponding to the road friction coefficient level of the current road surface can be selected from the database. Different road friction coefficient levels correspond to different target speed-proportional gain correspondence calibration tables and different target lateral acceleration-proportional gain correspondence calibration tables, so as to determine the target vehicle speed and target lateral acceleration corresponding to the road surface with different friction coefficient levels, thereby determining the PID control parameters corresponding to the vehicle speed and lateral acceleration. By determining the road friction coefficient level of the current road surface, the accuracy of PID control can be improved.

[0068] In a specific embodiment, the road surface friction coefficient level can be calculated based on the vehicle's longitudinal and lateral acceleration. For example: Where μ is the road surface friction coefficient level, a x For longitudinal acceleration, a y This is lateral acceleration.

[0069] In some embodiments, determining the integral gain of the PID controller based on the vehicle speed and lateral acceleration includes: obtaining a first integral gain corresponding to the vehicle speed by querying a target vehicle speed-integral gain correspondence calibration table; obtaining a second integral gain corresponding to the lateral acceleration by querying a target lateral acceleration-integral gain correspondence calibration table; and using the product of the first integral gain and the second integral gain as the integral gain corresponding to the vehicle speed and lateral acceleration.

[0070] In this embodiment, after the vehicle controller acquires the vehicle speed, it queries the target vehicle speed-integral gain correspondence calibration table to obtain the first integral gain corresponding to the vehicle speed. After the vehicle controller acquires the vehicle's lateral acceleration, it queries the target lateral acceleration-integral gain correspondence calibration table to obtain the second integral gain corresponding to the lateral acceleration. The product of the first integral gain and the second integral gain is calculated, and the product of the first integral gain and the second integral gain is used as the integral gain ki corresponding to the vehicle speed and the lateral acceleration, thereby reducing the feedback gain when the lateral acceleration is high.

[0071] In some embodiments, before querying the target vehicle speed-integral gain correspondence calibration table to obtain the first integral gain corresponding to the vehicle speed, and querying the target lateral acceleration-integral gain correspondence calibration table to obtain the second integral gain corresponding to the lateral acceleration, the method further includes: determining the road surface friction coefficient level of the road surface on which the vehicle is currently traveling; selecting the target vehicle speed-integral gain correspondence calibration table and the target lateral acceleration-integral gain correspondence calibration table corresponding to the road surface friction coefficient level from the database, wherein different road surface friction coefficient levels correspond to different target vehicle speed-integral gain correspondence calibration tables and different target lateral acceleration-integral gain correspondence calibration tables.

[0072] In this embodiment, before querying the target speed-integral gain correspondence calibration table to obtain the first integral gain corresponding to the vehicle speed, and querying the target lateral acceleration-integral gain correspondence calibration table to obtain the second integral gain corresponding to the lateral acceleration, the road surface friction coefficient level of the current driving surface is obtained. A target speed-integral gain correspondence calibration table and a target lateral acceleration-integral gain correspondence calibration table corresponding to the road surface friction coefficient level of the current driving surface are selected from the database. Different road surface friction coefficient levels correspond to different target speed-integral gain correspondence calibration tables and different target lateral acceleration-integral gain correspondence calibration tables. This allows for the determination of the target vehicle speed and target lateral acceleration based on road surfaces with different friction coefficient levels, thereby determining the PID control parameters corresponding to the vehicle speed and lateral acceleration. By determining the road surface friction coefficient level of the current driving surface, the accuracy of PID control can be improved.

[0073] In a specific embodiment, the road surface friction coefficient level can be calculated based on the vehicle's longitudinal and lateral acceleration. For example: Where μ is the road surface friction coefficient level, a x For longitudinal acceleration, a y This is lateral acceleration.

[0074] In some embodiments, determining the derivative gain of the PID controller based on the vehicle speed and lateral acceleration includes: obtaining a first derivative gain corresponding to the vehicle speed by querying a target vehicle speed-derivative gain correspondence calibration table based on the vehicle speed; obtaining a second derivative gain corresponding to the lateral acceleration by querying a target lateral acceleration-derivative gain correspondence calibration table based on the lateral acceleration; and using the product of the first derivative gain and the second derivative gain as the derivative gain corresponding to the vehicle speed and lateral acceleration.

[0075] In this embodiment, after the vehicle controller acquires the vehicle speed, it queries the target vehicle speed-differential gain correspondence calibration table to obtain the first differential gain corresponding to the vehicle speed. After the vehicle controller acquires the vehicle's lateral acceleration, it queries the target lateral acceleration-differential gain correspondence calibration table to obtain the second differential gain corresponding to the lateral acceleration. The product of the first differential gain and the second differential gain is calculated, and the product of the first differential gain and the second differential gain is used as the differential gain kd corresponding to the vehicle speed and lateral acceleration, thereby reducing the feedback gain when the lateral acceleration is high.

[0076] In some embodiments, before querying the target vehicle speed-differential gain correspondence calibration table to obtain the first differential gain corresponding to the vehicle speed, and querying the target lateral acceleration-differential gain correspondence calibration table to obtain the second differential gain corresponding to the lateral acceleration, the method further includes: determining the road surface friction coefficient level of the road surface on which the vehicle is currently traveling; selecting the target vehicle speed-differential gain correspondence calibration table and the target lateral acceleration-differential gain correspondence calibration table corresponding to the road surface friction coefficient level from the database, wherein different road surface friction coefficient levels correspond to different target vehicle speed-differential gain correspondence calibration tables and different target lateral acceleration-differential gain correspondence calibration tables.

[0077] In this embodiment, before querying the target vehicle speed-differential gain correspondence calibration table to obtain the first differential gain corresponding to the vehicle speed, and querying the target lateral acceleration-differential gain correspondence calibration table to obtain the second differential gain corresponding to the lateral acceleration, the vehicle's driving status can be monitored in real time by relevant sensors on the vehicle, and driving data can be obtained, such as the road friction coefficient level of the current driving surface. The target vehicle speed-differential gain correspondence calibration table and the target lateral acceleration-differential gain correspondence calibration table corresponding to the road friction coefficient level of the current driving surface can be selected from the database. Different road friction coefficient levels correspond to different target vehicle speed-differential gain correspondence calibration tables and different target lateral acceleration-differential gain correspondence calibration tables, so as to determine the target vehicle speed and target lateral acceleration corresponding to the road surface with different friction coefficient levels, thereby determining the PID control parameters corresponding to the vehicle speed and lateral acceleration. By determining the road friction coefficient level of the current driving surface, the accuracy of PID control can be improved.

[0078] In a specific embodiment, the road surface friction coefficient level can be calculated based on the vehicle's longitudinal and lateral acceleration. For example: Where μ is the road surface friction coefficient level, a x For longitudinal acceleration, a y This is lateral acceleration.

[0079] In some embodiments, after outputting the feedback yaw torque, the method further includes: acquiring an anti-saturation control quantity; inputting the output feedback yaw torque and the anti-saturation control quantity into a PID controller to perform anti-saturation feedback control on the feedback yaw torque, and outputting a corrected feedback yaw torque; and distributing torque between the left and right wheels of the vehicle according to the corrected feedback yaw torque.

[0080] In an embodiment, such as Figure 2 As shown, after outputting the feedback yaw torque, the anti-saturation control quantity is obtained. The output feedback yaw torque and the anti-saturation control quantity are input together into the PID controller to perform anti-saturation feedback control on the feedback yaw torque and output the corrected feedback yaw torque. Based on the corrected feedback yaw torque, torque is distributed to the left and right wheels of the vehicle to correct the vehicle's own yaw state. When there is a large disturbance in the driving environment, the calculation result is biased, or the driving conditions are constantly changing, the control result is corrected in real time. By obtaining the anti-saturation control quantity, the PID controller has an integral anti-saturation function, which can improve the algorithm's anti-interference ability and accuracy under long-term operation.

[0081] In some embodiments, obtaining the anti-saturation control quantity includes: obtaining the actual yaw torque and the target yaw torque of the vehicle; and using the difference between the actual yaw torque and the target yaw torque as the anti-saturation control quantity.

[0082] In this embodiment, the actual yaw torque of the vehicle is obtained, for example, denoted as M. z，ss And the target yaw torque, for example, denoted as M z，ff Calculate the actual yaw torque M of the vehicle. z，ss and target yaw torque M z，ff The difference, and the actual yaw torque M of the vehicle. z，ss and target yaw torque M z，ff The difference is used as the anti-saturation control quantity.

[0083] By calculating the anti-saturation control quantity, the PID controller can correct and compensate for the actual yaw rate of the vehicle in real time based on the anti-saturation control quantity, preventing large errors from causing excessive accumulation in the integral controller of the PID controller and improving the accuracy of PID control.

[0084] In some embodiments, the actual yaw torque of the vehicle is obtained by the following calculation formula, which includes:

[0085]

[0086] Among them, M z，ss T represents the actual yaw torque. rr T represents the output torque of the vehicle's right rear motor. rl i represents the output torque of the vehicle's left rear motor. rri is the speed ratio of the right rear axle of the vehicle. rl R is the speed ratio of the left rear axle of the vehicle. rr R is the dynamic radius of the right rear wheel of the vehicle. rl The dynamic radius of the vehicle's left rear wheel, t w This refers to the rear axle track of the vehicle.

[0087] In this embodiment, the vehicle's driving status can be monitored in real time using relevant sensors on the vehicle, and driving data can be acquired, such as the output torque T of the vehicle's right rear motor. rr The output torque T of the vehicle's left rear motor rl The right rear axle speed ratio i rr The speed ratio of the left rear axle of the vehicle is i rl The dynamic radius R of the right rear wheel of the vehicle rr The dynamic radius R of the vehicle's left rear wheel rl Vehicle rear axle track t w The vehicle controller calculates the actual yaw torque M based on the obtained parameters. z，ss Actual yaw torque M z，ss The calculation formula is as follows:

[0088]

[0089] Therefore, the formula for calculating the anti-saturation control quantity is as follows:

[0090]

[0091] In some embodiments, before performing anti-saturation feedback control on the feedback yaw torque, the method further includes: determining an anti-saturation factor and an anti-saturation mode based on the target yaw angular velocity and a preset calibration value; and performing anti-saturation feedback control on the feedback yaw torque based on the anti-saturation factor and the anti-saturation mode.

[0092] In an embodiment, such as Figure 2 As shown, before performing anti-saturation feedback control on the feedback yaw torque, the anti-saturation factor and anti-saturation mode are determined based on the target yaw rate and the preset calibrated value. The anti-saturation factor is directly given by the preset calibrated value, and the anti-saturation mode is determined by the relationship between the target yaw rate and the preset calibrated value. The anti-saturation mode will select the calculation method by looking up a table in the PID controller, such as including but not limited to integral separation and integral limit reduction. Outside the PID controller, the anti-saturation mode will determine the selection of the anti-saturation factor.

[0093] For example, the target's yaw rate is denoted as r. ref k bres and k bsth All are modifiable preset calibration values; if

[0094] The target yaw rate satisfies the following formula: At this point, the integral anti-saturation mode will be set to anti-saturation feedback suppression. That is, when saturation is reached, negative feedback is added to the integral term to quickly de-saturate it. The anti-saturation parameter will then be set to k. b =k i / k p .

[0095] The following is for reference. Figure 3 The torque feedback control method of this invention will be illustrated by example.

[0096] like Figure 3 As shown, the torque feedback control in this embodiment of the invention includes at least steps S11-S29.

[0097] Step S11: Obtain the actual yaw rate using an inertial sensor.

[0098] Step S12: Obtain the target yaw rate from the vehicle controller.

[0099] Step S13: The difference between the target yaw rate and the actual yaw rate is used as the yaw control variable.

[0100] Step S14: Determine the road surface friction coefficient level of the road surface on which the vehicle is currently traveling.

[0101] Step S15: Select from the database the target vehicle speed-proportional gain correspondence calibration table and the target lateral acceleration-proportional gain correspondence calibration table corresponding to the road surface friction coefficient level. Different road surface friction coefficient levels correspond to different target vehicle speed-proportional gain correspondence calibration tables and different target lateral acceleration-proportional gain correspondence calibration tables.

[0102] Step S16: Obtain the vehicle speed and lateral acceleration.

[0103] Step S17: Based on the vehicle speed, query the target vehicle speed-proportional gain correspondence calibration table to obtain the first proportional gain corresponding to the vehicle speed; based on the lateral acceleration, query the target lateral acceleration-proportional gain correspondence calibration table to obtain the second proportional gain corresponding to the lateral acceleration; and use the product of the first proportional gain and the second proportional gain as the proportional gain corresponding to the vehicle speed and the lateral acceleration.

[0104] Step S18: Determine the road surface friction coefficient level of the road surface on which the vehicle is currently traveling.

[0105] Step S19: Select from the database the target vehicle speed-integral gain correspondence calibration table and the target lateral acceleration-integral gain correspondence calibration table corresponding to the road surface friction coefficient level. Different road surface friction coefficient levels correspond to different target vehicle speed-integral gain correspondence calibration tables and different target lateral acceleration-integral gain correspondence calibration tables.

[0106] Step S20: Obtain the vehicle speed and lateral acceleration.

[0107] Step S21: Based on the vehicle speed, query the target vehicle speed-integral gain correspondence calibration table to obtain the first integral gain corresponding to the vehicle speed; based on the lateral acceleration, query the target lateral acceleration-integral gain correspondence calibration table to obtain the second integral gain corresponding to the lateral acceleration; and use the product of the first integral gain and the second integral gain as the integral gain corresponding to the vehicle speed and lateral acceleration.

[0108] Step S22: Determine the road surface friction coefficient level of the road surface on which the vehicle is currently traveling.

[0109] Step S23: Select from the database the target vehicle speed-differential gain correspondence calibration table and the target lateral acceleration-differential gain correspondence calibration table corresponding to the road surface friction coefficient level. Different road surface friction coefficient levels correspond to different target vehicle speed-differential gain correspondence calibration tables and different target lateral acceleration-differential gain correspondence calibration tables.

[0110] Step S24: Obtain the vehicle speed and lateral acceleration.

[0111] Step S25: Based on the vehicle speed, query the target vehicle speed-differential gain correspondence calibration table to obtain the first differential gain corresponding to the vehicle speed; based on the lateral acceleration, query the target lateral acceleration-differential gain correspondence calibration table to obtain the second differential gain corresponding to the lateral acceleration; and use the product of the first differential gain and the second differential gain as the differential gain corresponding to the vehicle speed and the lateral acceleration.

[0112] Step S26: Input the yaw control quantity and PID control parameters into the PID controller to perform PID control on the yaw control quantity and output feedback yaw torque.

[0113] Step S27: Obtain the actual yaw torque and the target yaw torque of the vehicle, and use the difference between the actual yaw torque and the target yaw torque as the anti-saturation control quantity.

[0114] Step S28: Determine the anti-saturation factor and anti-saturation mode based on the target yaw rate and the preset calibration value, and perform anti-saturation feedback control on the feedback yaw torque based on the anti-saturation factor and anti-saturation mode.

[0115] Step S29: Input the output feedback yaw torque and anti-saturation control quantity into the PID controller to perform anti-saturation feedback control on the feedback yaw torque, output the corrected feedback yaw torque, and distribute torque to the left and right wheels of the vehicle according to the corrected feedback yaw torque.

[0116] According to the torque feedback control method of this invention, the vehicle's driving state is monitored in real time by relevant sensors or controllers to obtain driving data. Based on this data, the vehicle's yaw control quantity and PID control parameters are determined. These parameters are then input into a PID controller, which performs PID control on the vehicle's actual yaw rate and outputs feedback yaw torque. The feedback yaw torque is then used to distribute torque to the left and right wheels to correct the vehicle's yaw state. Therefore, this invention enables PID feedback control of the vehicle's actual yaw rate based on the yaw control quantity, achieving correction of the actual yaw torque. This allows for closed-loop correction of the control results even under conditions of significant disturbance in the driving environment or deviations in calculation results, improving control accuracy and efficiency. Ultimately, this enhances the stability, safety, and driver control of the vehicle's driving state.

[0117] The following is for reference. Figure 4 The torque feedback control device 2 is described in an embodiment of the present invention.

[0118] like Figure 4 As shown, the torque feedback control device 2 of this embodiment includes: a determination module 21, a PID controller 22, and a control module 23, wherein,

[0119] The determination module 21 is used to determine the yaw control quantity and PID control parameters of the vehicle; the PID controller 22 is used to receive the yaw control quantity and PID control parameters, perform PID control on the yaw control quantity, and output feedback yaw torque; the control module 23 is used to distribute torque to the left and right wheels of the vehicle according to the feedback yaw torque.

[0120] In this embodiment, the determining module 21 can monitor the vehicle's driving status in real time through relevant sensors or controllers on the vehicle and acquire the vehicle's driving data, such as the target yaw rate and actual yaw rate, as well as the vehicle speed and lateral acceleration. The vehicle controller can calculate the yaw control quantity based on the target yaw rate and actual yaw rate, and determine the PID control parameters of the PID controller based on the vehicle speed and lateral acceleration. This allows the PID controller to perform PID control on the actual yaw rate of the vehicle based on the yaw control quantity and PID control parameters, providing real-time correction and compensation to ensure the actual yaw rate reaches the target yaw rate. The yaw control quantity is the control input of the PID controller, determined based on the target yaw rate and actual yaw rate. The PID control parameters include proportional gain, integral gain, and derivative gain. It is understood that these parameters will change depending on the motion state of each wheel of the vehicle.

[0121] After receiving the yaw control quantity and PID control parameters, the PID controller 22 performs PID control on the actual yaw rate of the vehicle based on the yaw control quantity and PID control parameters to improve control efficiency and accuracy, and outputs feedback yaw torque. This feedback yaw torque is then used to distribute torque appropriately to the left and right wheels of the vehicle. The feedback yaw torque is the corrected and compensated motor torque, i.e., the yaw torque obtained by the PID controller based on the yaw control quantity and PID control parameters. By performing real-time PID control on the actual yaw rate of the vehicle based on the yaw control quantity and PID control parameters, the controller ensures that the required feedback yaw torque is neither too large nor too small at different times during vehicle operation. This provides data support for the rational distribution of torque between the left and right wheels. Therefore, the torque between the left and right wheels can be rationally distributed under different conditions, enabling the vehicle to monitor itself at all times and adaptively distribute torque between the left and right wheels. This ensures that the vehicle's yaw movement is in the expected state, guaranteeing the stability, safety, and driver control of the vehicle.

[0122] The control module 23 distributes torque to the left and right wheels of the vehicle based on the feedback yaw torque to correct the vehicle's yaw state. When there is significant disturbance in the driving environment, deviation in the calculation results, or continuous changes in driving conditions, the control results are corrected in real time to ensure the accuracy of control, thereby improving the stability, safety, and driver control of the vehicle.

[0123] According to an embodiment of the present invention, the torque feedback control device 2 monitors the vehicle's driving state in real time through relevant sensors or controllers on the vehicle to obtain driving data. Based on the relevant driving data, it determines the vehicle's yaw control quantity and PID control parameters, inputs them into a PID controller, and the PID controller performs PID control on the vehicle's actual yaw rate based on the yaw control quantity and PID control parameters, outputting a feedback yaw torque. This feedback yaw torque is then used to distribute torque to the left and right wheels of the vehicle to correct the vehicle's yaw state. Therefore, the present invention can perform PID feedback control on the vehicle's actual yaw rate based on the vehicle's yaw control quantity, achieving correction of the actual yaw torque. This allows for closed-loop correction of the control results even under conditions of significant disturbance in the driving environment or deviations in the calculation results, improving control accuracy and efficiency, and ultimately enhancing the stability, safety, and driver control of the vehicle's driving state.

[0124] In some embodiments, when determining the yaw control amount of the vehicle, the determining module 21 is specifically used to: obtain the target yaw rate and the actual yaw rate of the vehicle; and use the difference between the target yaw rate and the actual yaw rate as the yaw control amount.

[0125] In some embodiments, when determining the actual yaw rate, the module 21 is specifically used to: obtain the actual yaw rate through an inertial sensor.

[0126] In some embodiments, when determining the target yaw rate of the vehicle, the module 21 is specifically used to: obtain the target yaw rate from the vehicle controller, wherein the target yaw rate is calculated by the vehicle controller.

[0127] In some embodiments, the PID control parameters include: proportional gain, integral gain, and derivative gain. When determining the PID control parameters, the determining module 21 is specifically used to: acquire the vehicle speed and lateral acceleration; and determine the proportional gain, integral gain, and derivative gain of the PID controller based on the vehicle speed and lateral acceleration.

[0128] In some embodiments, when determining the proportional gain of the PID controller based on the vehicle speed and lateral acceleration, the determining module 21 is specifically used to: obtain a first proportional gain corresponding to the vehicle speed by querying a target vehicle speed-proportional gain correspondence calibration table based on the vehicle speed; obtain a second proportional gain corresponding to the lateral acceleration by querying a target lateral acceleration-proportional gain correspondence calibration table based on the lateral acceleration; and use the product of the first proportional gain and the second proportional gain as the proportional gain corresponding to the vehicle speed and lateral acceleration.

[0129] In some embodiments, before querying the target vehicle speed-proportional gain correspondence calibration table to obtain the first proportional gain corresponding to the vehicle speed, and querying the target lateral acceleration-proportional gain correspondence calibration table to obtain the second proportional gain corresponding to the lateral acceleration, the determining module 21 is specifically used to: determine the road surface friction coefficient level of the road surface on which the vehicle is currently traveling; select from the database the target vehicle speed-proportional gain correspondence calibration table and the target lateral acceleration-proportional gain correspondence calibration table corresponding to the road surface friction coefficient level, wherein different road surface friction coefficient levels correspond to different target vehicle speed-proportional gain correspondence calibration tables and different target lateral acceleration-proportional gain correspondence calibration tables.

[0130] In some embodiments, when determining the integral gain of the PID controller based on the vehicle speed and lateral acceleration, the determining module 21 is specifically used to: obtain a first integral gain corresponding to the vehicle speed by querying a target vehicle speed-integral gain correspondence calibration table based on the vehicle speed; obtain a second integral gain corresponding to the lateral acceleration by querying a target lateral acceleration-integral gain correspondence calibration table based on the lateral acceleration; and use the product of the first integral gain and the second integral gain as the integral gain corresponding to the vehicle speed and lateral acceleration.

[0131] In some embodiments, before querying the target vehicle speed-integral gain correspondence calibration table to obtain the first integral gain corresponding to the vehicle speed, and querying the target lateral acceleration-integral gain correspondence calibration table to obtain the second integral gain corresponding to the lateral acceleration, the determining module 21 is specifically used to: determine the road surface friction coefficient level of the road surface on which the vehicle is currently traveling; select from the database the target vehicle speed-integral gain correspondence calibration table and the target lateral acceleration-integral gain correspondence calibration table corresponding to the road surface friction coefficient level, wherein different road surface friction coefficient levels correspond to different target vehicle speed-integral gain correspondence calibration tables and different target lateral acceleration-integral gain correspondence calibration tables.

[0132] In some embodiments, when determining the differential gain of the PID controller based on the vehicle speed and lateral acceleration, the determining module 21 is specifically used to: query the target vehicle speed-differential gain correspondence calibration table to obtain the first differential gain corresponding to the vehicle speed; query the target lateral acceleration-differential gain correspondence calibration table to obtain the second differential gain corresponding to the lateral acceleration; and use the product of the first differential gain and the second differential gain as the differential gain corresponding to the vehicle speed and lateral acceleration.

[0133] In some embodiments, before querying the target vehicle speed-differential gain correspondence calibration table to obtain the first differential gain corresponding to the vehicle speed, and querying the target lateral acceleration-differential gain correspondence calibration table to obtain the second differential gain corresponding to the lateral acceleration, the determining module 21 is specifically used to: determine the road surface friction coefficient level of the road surface on which the vehicle is currently traveling; select from the database the target vehicle speed-differential gain correspondence calibration table and the target lateral acceleration-differential gain correspondence calibration table corresponding to the road surface friction coefficient level, wherein different road surface friction coefficient levels correspond to different target vehicle speed-differential gain correspondence calibration tables and different target lateral acceleration-differential gain correspondence calibration tables.

[0134] In some embodiments, after outputting the feedback yaw torque, the control module 23 is specifically used to: obtain the anti-saturation control quantity; input the output feedback yaw torque and the anti-saturation control quantity into the PID controller to perform anti-saturation feedback control on the feedback yaw torque, and output the corrected feedback yaw torque; and distribute torque to the left and right wheels of the vehicle according to the corrected feedback yaw torque.

[0135] In some embodiments, when the control module 23 acquires the anti-saturation control quantity, it is specifically used to: acquire the actual yaw torque and the target yaw torque of the vehicle; and use the difference between the actual yaw torque and the target yaw torque as the anti-saturation control quantity.

[0136] In some embodiments, the control module 23 is specifically configured to: obtain the actual yaw torque of the vehicle through the following calculation formula, the calculation formula including:

[0137]

[0138] Among them, M z，ss T represents the actual yaw torque. rr T represents the output torque of the vehicle's right rear motor. rl i represents the output torque of the vehicle's left rear motor. rr i is the speed ratio of the right rear axle of the vehicle. rl R is the speed ratio of the left rear axle of the vehicle. rr R is the dynamic radius of the right rear wheel of the vehicle. rl The dynamic radius of the vehicle's left rear wheel, t w This refers to the rear axle track of the vehicle.

[0139] In some embodiments, before performing anti-saturation feedback control on the feedback yaw torque, the control module 23 is specifically used to: determine the anti-saturation factor and anti-saturation mode based on the target yaw angular velocity and a preset calibration value; and perform anti-saturation feedback control on the feedback yaw torque based on the anti-saturation factor and anti-saturation mode.

[0140] According to an embodiment of the present invention, the torque feedback control device 2 monitors the vehicle's driving state in real time through relevant sensors or controllers on the vehicle to obtain driving data. Based on the relevant driving data, it determines the vehicle's yaw control quantity and PID control parameters, inputs them into a PID controller, and the PID controller performs PID control on the vehicle's actual yaw rate based on the yaw control quantity and PID control parameters, outputting a feedback yaw torque. This feedback yaw torque is then used to distribute torque to the left and right wheels of the vehicle to correct the vehicle's yaw state. Therefore, the present invention can perform PID feedback control on the vehicle's actual yaw rate based on the vehicle's yaw control quantity, achieving correction of the actual yaw torque. This allows for closed-loop correction of the control results even under conditions of significant disturbance in the driving environment or deviations in the calculation results, improving control accuracy and efficiency, and ultimately enhancing the stability, safety, and driver control of the vehicle's driving state.

[0141] The following is for reference. Figure 5 and Figure 6 Vehicle 3, as described in an embodiment of the present invention.

[0142] In some embodiments, such as Figure 5 As shown, the vehicle 3 of this embodiment includes a torque feedback control device 2 as described in any of the above embodiments of this invention.

[0143] In other embodiments, such as Figure 6 As shown, the vehicle 3 of this embodiment includes a processor 100, a memory 101, and a torque feedback control program 102 stored in the memory 101 and executable on the processor 100. When the torque feedback control program 102 is executed by the processor 100, it implements the torque feedback control method as described in the above embodiment.

[0144] According to an embodiment of the present invention, vehicle 3 monitors the vehicle's driving status in real time through relevant sensors or controllers to obtain driving data. Based on the driving data, the vehicle's yaw control quantity and PID control parameters are determined. These parameters are then input into a PID controller, which performs PID control on the vehicle's actual yaw rate and outputs feedback yaw torque. Based on this feedback yaw torque, torque is distributed to the left and right wheels to correct the vehicle's yaw state. Therefore, the present invention can perform PID feedback control on the vehicle's actual yaw rate based on the yaw control quantity, correcting the actual yaw torque. This allows for closed-loop correction of the control results even under conditions of significant disturbance in the driving environment or deviations in calculation results, improving control accuracy and efficiency. Ultimately, this enhances the stability, safety, and driver control of the vehicle's driving state.

[0145] The following describes a computer-readable storage medium according to embodiments of the present invention.

[0146] The computer-readable storage medium of the present invention stores a torque feedback control program, which, when executed by a processor, implements the torque feedback control method as described in any of the above embodiments of the present invention.

[0147] According to an embodiment of the present invention, a computer-readable storage medium storing a torque feedback control program, when executed by a processor, can monitor the vehicle's driving state in real time to obtain vehicle driving data. Based on the relevant driving data, the yaw control quantity and PID control parameters of the vehicle are determined. These are then input into a PID controller. The PID controller performs PID control on the actual yaw rate of the vehicle based on the yaw control quantity and PID control parameters, and outputs a feedback yaw torque. Based on the feedback yaw torque, torque is distributed to the left and right wheels of the vehicle to correct its yaw state. Therefore, the present invention can perform PID feedback control on the actual yaw rate of the vehicle based on the yaw control quantity, achieving correction of the actual yaw torque. This allows for closed-loop correction of the control results even under conditions of significant disturbance in the driving environment or deviations in the calculation results, improving control accuracy and efficiency, and ultimately enhancing the stability, safety, and driver control of the vehicle's driving state.

[0148] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0149] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A torque feedback control method, characterized in that, Includes the following steps: Determine the vehicle's yaw control quantity and PID control parameters; The yaw control quantity and the PID control parameters are input into the PID controller to perform PID control on the actual yaw rate of the vehicle and output feedback yaw torque. Obtain the vehicle's actual yaw torque and target yaw torque; The difference between the actual yaw torque and the target yaw torque is used as the anti-saturation control quantity. The output feedback yaw torque and the anti-saturation control quantity are input into the PID controller to perform anti-saturation feedback control on the feedback yaw torque and output the corrected feedback yaw torque. The torque distribution between the left and right wheels of the vehicle is performed based on the corrected feedback yaw torque. Determining the yaw control amount of the vehicle includes: acquiring the target yaw rate and the actual yaw rate of the vehicle; and using the difference between the target yaw rate and the actual yaw rate as the yaw control amount. The PID control parameters include: proportional gain, integral gain, and derivative gain. Determining the PID control parameters includes: acquiring the vehicle speed, lateral acceleration, and longitudinal acceleration; and determining the proportional gain, integral gain, and derivative gain of the PID controller based on the vehicle speed and lateral acceleration. Determining the proportional gain of the PID controller based on the vehicle speed and lateral acceleration includes: calculating and determining the road friction coefficient level of the current road surface on which the vehicle is traveling based on the vehicle's lateral acceleration and longitudinal acceleration; Select from the database the target vehicle speed-proportional gain correspondence calibration table and the target lateral acceleration-proportional gain correspondence calibration table corresponding to the road surface friction coefficient level. Different road surface friction coefficient levels correspond to different target vehicle speed-proportional gain correspondence calibration tables and different target lateral acceleration-proportional gain correspondence calibration tables. Based on the vehicle speed, the first proportional gain corresponding to the vehicle speed is obtained by querying the target vehicle speed-proportional gain correspondence calibration table. Based on the lateral acceleration, the second proportional gain corresponding to the lateral acceleration is obtained by querying the target lateral acceleration-proportional gain correspondence calibration table; The product of the first proportional gain and the second proportional gain is used as the proportional gain of the PID controller corresponding to the vehicle speed and lateral acceleration.

2. The torque feedback control method according to claim 1, characterized in that, Obtaining the actual yaw rate includes: The actual yaw rate is obtained using an inertial sensor.

3. The torque feedback control method according to claim 1, characterized in that, Obtain the vehicle's target yaw rate, including: The target yaw rate is obtained from the vehicle controller, wherein the target yaw rate is calculated by the vehicle controller.

4. The torque feedback control method according to claim 1, characterized in that, The integral gain of the PID controller is determined based on the vehicle's speed and lateral acceleration, including: Based on the vehicle speed, the first integral gain corresponding to the vehicle speed is obtained by querying the target vehicle speed-integral gain correspondence calibration table. Based on the lateral acceleration, the second integral gain corresponding to the lateral acceleration is obtained by querying the target lateral acceleration-integral gain correspondence calibration table; The product of the first integral gain and the second integral gain is taken as the integral gain corresponding to the vehicle speed and lateral acceleration.

5. The torque feedback control method according to claim 4, characterized in that, Before querying the target vehicle speed-integral gain correspondence calibration table to obtain the first integral gain corresponding to the vehicle speed, and querying the target lateral acceleration-integral gain correspondence calibration table to obtain the second integral gain corresponding to the lateral acceleration, the method further includes: Determine the road surface friction coefficient level of the road surface on which the vehicle is currently traveling; Select from the database the target vehicle speed-integral gain correspondence calibration table and the target lateral acceleration-integral gain correspondence calibration table corresponding to the road surface friction coefficient level, wherein different road surface friction coefficient levels correspond to different target vehicle speed-integral gain correspondence calibration tables and different target lateral acceleration-integral gain correspondence calibration tables.

6. The torque feedback control method according to claim 1, characterized in that, The derivative gain of the PID controller is determined based on the vehicle's speed and lateral acceleration, including: Based on the vehicle speed, the first differential gain corresponding to the vehicle speed is obtained by querying the target vehicle speed-differential gain correspondence calibration table; Based on the lateral acceleration, the second differential gain corresponding to the lateral acceleration is obtained by querying the target lateral acceleration-differential gain correspondence calibration table; The product of the first differential gain and the second differential gain is taken as the differential gain corresponding to the vehicle speed and lateral acceleration.

7. The torque feedback control method according to claim 6, characterized in that, Before querying the target vehicle speed-differential gain correspondence calibration table to obtain the first differential gain corresponding to the vehicle speed, and querying the target lateral acceleration-differential gain correspondence calibration table to obtain the second differential gain corresponding to the lateral acceleration, the process further includes: Determine the road surface friction coefficient level of the road surface on which the vehicle is currently traveling; Select from the database the target vehicle speed-differential gain correspondence calibration table and the target lateral acceleration-differential gain correspondence calibration table corresponding to the road surface friction coefficient level. Different road surface friction coefficient levels correspond to different target vehicle speed-differential gain correspondence calibration tables and different target lateral acceleration-differential gain correspondence calibration tables.

8. The torque feedback control method according to claim 1, characterized in that, The actual yaw torque of the vehicle is obtained by the following calculation formula, which includes: in, The actual yaw torque, This refers to the output torque of the vehicle's right rear motor. This refers to the output torque of the vehicle's left rear motor. This refers to the speed ratio of the vehicle's right rear axle. The speed ratio of the vehicle's left rear axle. The dynamic radius of the vehicle's right rear wheel. The dynamic radius of the vehicle's left rear wheel. This refers to the rear axle track of the vehicle.

9. A vehicle, characterized in that, include: A processor, a memory, and a torque feedback control program stored in the memory and executable on the processor, wherein the torque feedback control program, when executed by the processor, implements the torque feedback control method as described in any one of claims 1-8.

10. A computer-readable storage medium, characterized in that, A computer-readable storage medium stores a torque feedback control program, which, when executed by a processor, implements the torque feedback control method as described in any one of claims 1-8.

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