A lateral movement control method, device, vehicle and readable storage medium

Abstract

The present application provides a lateral movement control method, device, vehicle and readable storage medium, which is applied to the field of vehicle technology, including: in the process of lateral movement control of the vehicle, firstly determining the first target slip rate of the driving wheel in the lateral movement process, and determining the second target slip rate of the driven wheel according to the first target slip rate, and then controlling the driving wheel to rotate according to the first target slip rate, and controlling the driven wheel to rotate according to the second target slip rate, so that the vehicle moves laterally. In this way, the possible longitudinal offset can be reduced or even eliminated, and the difference between the adhesion components of the front wheel and the rear wheel in the lateral direction can be reduced or even eliminated, so that the possible yaw can be reduced or even eliminated.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to a lateral movement control method, device, vehicle and readable storage medium in the field of vehicle technology. Background Art

[0002] At present, in order to reduce the difficulty of using vehicles, especially to reduce the difficulty of parking vehicles in narrow spaces, some vehicles are equipped with a lateral movement function. The lateral movement function allows users to operate the vehicle to move laterally when the longitudinal movement (forward or backward) of the vehicle is limited, so that the vehicle can be operated to quickly drive out of a narrow space.

[0003] In the related art, a vehicle may have a certain longitudinal offset and / or lateral swing when moving laterally. The longitudinal offset and lateral swing may cause the vehicle to be scratched during the lateral movement, and may even threaten the safety of the vehicle and passengers. Summary of the invention

[0004] The present application provides a lateral movement control method, device, vehicle and readable storage medium, which can reduce the longitudinal deviation and / or yaw that may exist in the vehicle during lateral movement.

[0005] In a first aspect, a lateral movement control method is provided, the method comprising:

[0006] Determining a first target slip rate of a driving wheel during lateral movement of the vehicle; wherein the driving wheel is a front wheel or a rear wheel of the vehicle;

[0007] Determining a second target slip ratio of a driven wheel according to the first target slip ratio; wherein the driven wheel is a wheel of the front wheel and the rear wheel except the driving wheel;

[0008] The driving wheel is controlled to rotate according to the first target slip ratio, and the driven wheel is controlled to rotate according to the second target slip ratio, so that the vehicle moves laterally.

[0009] In the embodiment of the present application, during the lateral movement of the vehicle, the front wheels and the rear wheels are respectively controlled by their target slip rates, which can reduce or even eliminate the difference between the adhesion components of the front wheels and the rear wheels in the longitudinal direction, thereby reducing or even eliminating possible longitudinal deviation, and can reduce or even eliminate the difference between the adhesion components of the front wheels and the rear wheels in the lateral direction, thereby reducing or even eliminating possible yaw, thereby reducing the probability of vehicle scratches and improving the safety and reliability of the vehicle during lateral movement.

[0010] Optionally, determining a second target slip ratio of the driven wheel according to the first target slip ratio includes:

[0011] determining a first adhesion force of the driving wheel according to the first target slip ratio;

[0012] determining a second adhesion force of the driven wheel according to a first rotation angle, a second rotation angle and the first adhesion force; wherein the first rotation angle is the rotation angle of the driving wheel, the second rotation angle is the rotation angle of the driven wheel, and the second adhesion force is used to balance the first adhesion force;

[0013] The second target slip ratio is determined according to the second adhesion force.

[0014] In the embodiment of the present application, the second adhesion matching the first adhesion is determined based on the first adhesion corresponding to the first target slip ratio, the first rotation angle of the driving wheel and the second rotation angle of the driven wheel, and then the second target slip ratio is determined based on the second adhesion, so that the second target slip ratio that accurately matches the first target slip ratio can be obtained. In this way, when the driving wheel and the driven wheel are controlled based on the first target slip ratio and the second target slip ratio, the possible longitudinal deviation and / or lateral swing of the vehicle can be reduced.

[0015] Optionally, before determining the second adhesion of the driven wheel according to the first rotation angle, the second rotation angle and the first adhesion, the method further includes:

[0016] determining a current yaw rate of the vehicle; and when the yaw rate is greater than a preset rate, adjusting the first rotation angle and / or the second rotation angle to reduce the yaw rate;

[0017] And / or, determining current longitudinal motion data of the vehicle; when the longitudinal motion data is greater than preset motion data, adjusting the first turning angle and / or the second turning angle to reduce the longitudinal motion data.

[0018] In the embodiment of the present application, during the lateral movement of the vehicle, when the yaw angular velocity of the vehicle is large, the steering angles of the front wheels and / or rear wheels are adjusted to reduce the possible lateral swing of the vehicle. During the lateral movement of the vehicle, when the longitudinal motion data of the vehicle is large, the steering angles of the front wheels and / or rear wheels are adjusted to reduce the possible longitudinal deviation of the vehicle.

[0019] Optionally, determining the second adhesion of the driven wheel according to the first rotation angle, the second rotation angle and the first adhesion includes:

[0020] Obtaining the pitch angle of the vehicle at the current moment;

[0021] If the gravity component corresponding to the pitch angle is located in the longitudinal direction of the vehicle, the second adhesion force is determined according to the first rotation angle, the second rotation angle, the first adhesion force and the gravity component.

[0022] In the embodiment of the present application, in the process of determining the second adhesion, the gravity component in the longitudinal direction generated by the pitch angle of the vehicle is taken into account, so that the finally determined second adhesion can be more consistent with the force applied to the vehicle in the longitudinal direction, thereby making the finally determined second adhesion more accurate, and further making the second target slip rate more accurate.

[0023] Optionally, determining a second target slip ratio of the driven wheel according to the first target slip ratio includes:

[0024] Determining the smoothness of the road surface on which the vehicle is currently located;

[0025] When the flatness is less than a preset flatness, if the difference between the first rotation angle of the driving wheel and the second rotation angle of the driven wheel is less than a preset rotation angle difference, the first target slip ratio is used as the second target slip ratio.

[0026] In an embodiment of the present application, when the flatness of the road surface is less than a preset flatness and the difference between the first angle of the driving wheel and the second angle of the driven wheel is less than a preset angle difference, the first target slip rate is directly used as the second target slip rate, the second target slip rate can be quickly determined, thereby reducing the power consumption of the vehicle.

[0027] Optionally, before determining a second target slip ratio of the driven wheel according to the first target slip ratio, the method includes:

[0028] Acquiring current actual lateral motion data of the vehicle;

[0029] If a third deviation between the actual lateral motion data and the target lateral motion data is greater than a preset motion difference, the first target slip ratio is corrected to reduce the third deviation.

[0030] In an embodiment of the present application, during the lateral movement of the vehicle, when the third deviation between the actual lateral motion data of the vehicle and the target lateral motion data is greater than the preset motion difference, the first target slip rate is corrected, which can reduce the deviation between the actual lateral motion data of the vehicle and the target lateral motion data, thereby making the lateral movement of the vehicle more in line with expectations.

[0031] Optionally, determining a first target slip rate of the driving wheel during the lateral movement of the vehicle includes:

[0032] Determining an initial target slip ratio of the driving wheel according to a current opening of an accelerator pedal in the vehicle; wherein the initial target slip ratio is positively correlated with the current opening;

[0033] If the initial target slip ratio is less than or equal to the slip ratio upper limit, the initial target slip ratio is used as the first target slip ratio;

[0034] Alternatively, if the initial target slip ratio is greater than the slip ratio upper limit, the slip ratio upper limit is used as the first target slip ratio.

[0035] In an embodiment of the present application, an initial target slip rate is determined based on the current opening of the accelerator pedal. When the initial target slip rate is less than or equal to the upper limit of the slip rate, the initial target slip rate is used as the first target slip rate. When the initial target slip rate is greater than the upper limit of the slip rate, the upper limit of the slip rate is used as the first target slip rate. This can prevent the wheel slip rate from being too large, which could cause significant damage to the tire.

[0036] In a second aspect, a vehicle control device is provided, the device comprising:

[0037] A determination module, used to determine a first target slip rate of a driving wheel during lateral movement of the vehicle; wherein the driving wheel is a front wheel or a rear wheel of the vehicle;

[0038] The determination module is further used to determine a second target slip ratio of a driven wheel according to the first target slip ratio; wherein the driven wheel is a wheel of the front wheel and the rear wheel except the driving wheel;

[0039] A control module is used to control the driving wheel to rotate according to the first target slip ratio, and to control the driven wheel to rotate according to the second target slip ratio, so as to make the vehicle move laterally.

[0040] In a third aspect, a vehicle is provided, comprising a memory for storing executable program code; and a processor for calling and running the executable program code from the memory, so that the vehicle executes the method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0041] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0042] In a fifth aspect, a readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 It is a schematic diagram of the lateral movement principle of a vehicle provided in an embodiment of the present application;

[0044] Figure 2 It is a schematic diagram of the steps of a lateral movement control method provided in an embodiment of the present application;

[0045] Figure 3 is a schematic diagram of gravity components of a vehicle provided in an embodiment of the present application;

[0046] Figure 4 is a structural schematic diagram of a lateral movement control device provided in an embodiment of the present application;

[0047] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0048] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0049] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0050] With the continuous improvement of economic level, vehicles are used more and more widely in people's production and life. In order to reduce the difficulty of driving vehicles and make them suitable for drivers of different driving levels, some vehicles are equipped with four-wheel steering, and the front and rear axles of the vehicles are driven independently, so that the vehicles can have lateral movement function. Vehicles with lateral movement function can not only move longitudinally but also laterally. Longitudinal movement refers to forward and backward, and lateral movement refers to moving to the left or right side of the vehicle.

[0051] See also Figure 1 , Figure 11 is a schematic diagram of the lateral movement principle of a vehicle provided in an embodiment of the present application. The vehicle includes two front wheels 11, two rear wheels 12, a front axle 13 and a rear axle 14. The two front wheels 11 are respectively mounted at both ends of the front axle 13, and the two rear wheels 12 are respectively mounted at both ends of the rear axle 14. The vehicle also includes a drive system, which may include a front drive motor (also called a front axle motor) 15 and a rear drive motor (also called a rear axle motor) 16. The front drive motor 15 may drive the two front wheels 11 to rotate through the front axle 13, and the rear drive motor 16 may drive the two rear wheels 12 to rotate through the rear axle 14. It should be understood that the drive system may also be other types of drive systems, and the vehicle may also include a steering wheel for controlling the rotation of the front and rear wheels, a front reducer disposed between the front axle and the front drive motor, a rear reducer disposed between the rear axle and the rear drive motor, and other components not shown, which will not be described in detail in this embodiment.

[0052] like Figure 1 As shown, the Y direction is the forward direction of the vehicle, the opposite direction of the Y direction is the backward direction of the vehicle, and the movement of the vehicle in the Y direction or in the opposite direction of the Y direction is the longitudinal movement. The X direction is perpendicular to the Y direction, and the movement of the vehicle in the X direction or in the opposite direction of the X direction is the lateral movement.

[0053] like Figure 1 As shown, when controlling the vehicle to move laterally to the left (i.e., in the X direction), the front wheel 11 can be controlled to rotate to the left by a certain angle, and the rear wheel 12 can be controlled to rotate to the right by a certain angle. The angles (also called turning angles) of rotation of the front wheel 11 and the rear wheel 12 are the same and in opposite directions. Next, the front drive motor 15 drives the front wheel 11 to rotate forward, and the rear drive motor 16 drives the rear wheel 12 to rotate backward. At this time, the ground generates adhesion A on the front wheel 11 and adhesion B on the rear wheel 12. The first longitudinal component A of the adhesion A in the Y direction is y The first longitudinal component B in the opposite direction of the adhesion force B in the Y direction y The first lateral component A of the adhesion force A in the X direction is close to or equal to each other. x The second lateral component B of the adhesion force B in the X direction x Together, the vehicle moves laterally in the X direction. Figure 1 This is just one optional lateral movement control method. The lateral movement of the vehicle may include but is not limited to Figure 1 shown.

[0054] In actual applications, when a vehicle is moving laterally, the ground conditions of the front and rear wheels may be quite different. y With the second longitudinal component B yThere may be a large difference between the first lateral component A and the second lateral component A, which may cause the vehicle to deviate forward or backward during lateral movement. The forward or backward deviation is the longitudinal deviation. Also, when the ground conditions of the front wheels and the rear wheels are greatly different, the first lateral component A x With the second transverse component B x There may be a large difference between them, which may cause the vehicle to have a large lateral swing during lateral movement, also known as yaw.

[0055] When the vehicle is in a narrow space (for example, there are obstacles close to the front and / or rear of the vehicle), the longitudinal offset and swaying may cause the vehicle to scrape against the obstacle during lateral movement, causing damage to the vehicle. When the vehicle is in a dangerous road condition (for example, there is a deep pit in front or behind the vehicle), the longitudinal offset and swaying may cause the vehicle to fall into the deep pit during lateral movement, threatening the safety of the vehicle and passengers.

[0056] In order to solve the above technical problems, an embodiment of the present application provides a lateral movement control method. In the lateral movement process of a vehicle, the method selects one of the front wheels and the rear wheels as a driving wheel and the other as a driven wheel. First, a target slip rate (hereinafter referred to as a first target slip rate) of the driving wheel in the lateral movement process is determined, and a target slip rate (hereinafter referred to as a second target slip rate) of the driven wheel is determined according to the first target slip rate. Then, the driving wheel is controlled to rotate according to the first target slip rate, and the driven wheel is controlled to rotate according to the second target slip rate, so that the vehicle moves laterally. In this method, the front wheels and the rear wheels are controlled respectively by the target slip rates of the front wheels and the rear wheels, so that the difference between the adhesion components of the front wheels and the rear wheels in the longitudinal direction can be reduced or even eliminated, thereby reducing or even eliminating the possible longitudinal offset, and reducing or even eliminating the difference between the adhesion components of the front wheels and the rear wheels in the lateral direction, thereby reducing or even eliminating the possible yaw, thereby reducing the probability of the vehicle being scratched, and improving the safety and reliability of the vehicle during lateral movement.

[0057] See also Figure 2 , Figure 2 1 is a schematic diagram of a step flow of a lateral movement control method provided by an embodiment of the present application. The execution subject of the method may be a controller in a vehicle, for example: a vehicle control unit (VCU), such as Figure 2 As shown, the method may include the following steps:

[0058] Step 201: Determine a first target slip rate of the driving wheel during the lateral movement of the vehicle.

[0059] The driving wheel is the front wheel or the rear wheel of the vehicle, and the driven wheel is the wheel other than the driving wheel. For example, when the front wheel is selected as the driving wheel, the driven wheel is the rear wheel, and when the rear wheel is selected as the driving wheel, the front wheel is the driven wheel. To avoid confusion, unless otherwise stated, the driving wheels in the following description are all front wheels, and the driven wheels are all rear wheels.

[0060] In this embodiment, before starting to control the vehicle to move laterally, the vehicle controller can first determine the front wheel initial turning angle of the front wheel and the rear wheel initial turning angle of the rear wheel, the front wheel initial turning angle and the rear wheel initial turning angle are opposite in direction and the same in size, and then control the front wheel angle to rotate to the front wheel initial turning angle, and control the rear wheel angle to rotate to the rear wheel initial turning angle, and then start to control the front and rear wheels to move laterally.

[0061] In one embodiment, during the lateral movement, the driver can control the speed of the vehicle during the lateral movement by using the accelerator pedal. Correspondingly, the vehicle controller can determine the first target slip rate of the driving wheel according to the pedal opening of the accelerator pedal during the lateral movement, and the pedal opening of the accelerator pedal is positively correlated with the first target slip rate.

[0062] For example, after controlling the steering angle of the front wheels to rotate to the initial steering angle of the front wheels and controlling the steering angle of the rear wheels to rotate to the initial steering angle of the rear wheels, the vehicle controller may periodically detect the pedal opening of the accelerator pedal, and after each detection of the pedal opening of the accelerator pedal, the first target slip ratio corresponding to the pedal opening of the accelerator pedal may be determined. For example, the functional relationship between the pedal opening of the accelerator pedal and the first target slip ratio may be calibrated in advance through experiments. After each detection of the pedal opening of the accelerator pedal, the pedal opening may be input into the functional relationship to obtain the first target slip ratio corresponding to the pedal opening through the functional relationship.

[0063] In another embodiment, during lateral movement, the driver can control the speed of the vehicle during lateral movement by the gear position of the vehicle. Correspondingly, the vehicle controller can determine the first target slip rate by the gear position of the vehicle, and the higher the gear position, the greater the first target slip rate. Exemplarily, corresponding target slip rates can be set for different gear positions, and the higher the gear position, the greater the corresponding target slip rate. After controlling the steering angle of the front wheels to rotate to the initial steering angle of the front wheels and controlling the steering angle of the rear wheels to rotate to the initial steering angle of the rear wheels, the vehicle controller can periodically detect the gear position of the vehicle, and after each detection of the gear position of the vehicle, the first target slip rate corresponding to the gear position can be determined.

[0064] Step 202: Determine a second target slip ratio of the driven wheel according to the first target slip ratio.

[0065] The second target slip ratio is used to cooperate with the first target slip ratio to enable the vehicle to move laterally. Figure 1 As shown, the first target slip ratio can make the ground produce adhesion A on the front wheel 11, and the second target slip ratio can make the ground produce adhesion B on the rear wheel 12. The first longitudinal component A of the adhesion A in the Y direction is y The second longitudinal component B of the adhesion force B in the Y direction y The first lateral component A of the adhesion force A in the X direction cancels each other out. x The second lateral component B of the adhesion force B in the X direction x Working together, the vehicle moves in the X direction.

[0066] In one embodiment, the a priori relationship between the first target slip rate and the second target slip rate may be pre-calibrated through experiments. After determining the first target slip rate, the vehicle controller may determine the second target slip rate corresponding to the first target slip rate based on the first target slip rate through the pre-calibrated a priori relationship.

[0067] In another embodiment, in the process of determining the second target slip rate, the first adhesion force A corresponding to the first target slip rate may be determined first, and the first longitudinal component A of the first adhesion force in the longitudinal direction may be determined. y Then, according to the first longitudinal component, the second longitudinal component B of the second adhesion force B in the longitudinal direction is determined. y , the second longitudinal component is the same in magnitude and opposite in direction to the first longitudinal component. Finally, the second adhesion force B is determined according to the second longitudinal component, and the second target slip rate is determined according to the second adhesion force.

[0068] For example, a first a priori relationship between the first target slip ratio and the first adhesion force may be calibrated in advance through experiments, and a second a priori relationship between the second target slip ratio and the second adhesion force may be calibrated in advance. Figure 1 As shown, after determining the first target slip ratio, the first adhesion force A can be determined according to the first target slip ratio through the first priori relationship. Then, the first adhesion force A can be determined according to the first adhesion force and the turning angle of the front wheel. , calculate the first longitudinal component A of the first adhesion force in the Y direction y , Then, according to the first longitudinal component A y Determine the second longitudinal component B y , the second longitudinal component B y With the first longitudinal component A y The same size and opposite direction. Finally, according to the second longitudinal component B y Rear wheel angle Determine the second adhesion force B, , and according to the second adhesion force B, determine the second target slip rate through a second priori relationship.

[0069] It should be noted that the above are only illustrative examples, and specific methods for determining the second target slip ratio based on the first target slip ratio may include but are not limited to the above examples.

[0070] Step 203: Control the driving wheel to rotate according to the first target slip ratio, and control the driven wheel to rotate according to the second target slip ratio, so as to make the vehicle move laterally.

[0071] In one embodiment, after determining the first target slip rate and the second target slip rate, the slip rate of the driving wheel can be controlled so that the slip rate of the driving wheel reaches the first target slip rate, and the slip rate of the driven wheel can be controlled so that the slip rate of the driven wheel reaches the second target slip rate.

[0072] For example, for the driving wheel, after determining the first target slip ratio, if the current slip ratio of the driving wheel is greater than the first target slip ratio, the vehicle controller can control the brake pressure regulator to reduce the braking force of the driving wheel to reduce the slip ratio of the driving wheel so that the slip ratio of the driving wheel reaches the first target slip ratio. Conversely, if the current slip ratio of the driving wheel is less than the first target slip ratio, the vehicle controller can control the brake pressure regulator to increase the braking force of the driving wheel so as to increase the slip ratio of the driving wheel so that the slip ratio of the driving wheel reaches the first target slip ratio.

[0073] Similarly, for the driven wheel, after determining the second target slip ratio, if the current slip ratio of the driven wheel is greater than the second target slip ratio, the vehicle controller can control the brake pressure regulator to reduce the braking force of the driven wheel to reduce the slip ratio of the driven wheel so that the slip ratio of the driven wheel reaches the first target slip ratio. Conversely, if the current slip ratio of the driven wheel is less than the second target slip ratio, the vehicle controller can control the brake pressure regulator to increase the braking force of the driven wheel so as to increase the slip ratio of the driven wheel so that the slip ratio of the driven wheel reaches the second target slip ratio.

[0074] The above are merely illustrative examples. The method of controlling the driving wheel according to the first target slip ratio and the method of controlling the slip ratio of the driven wheel according to the second target slip ratio may include but are not limited to the above examples.

[0075] It should be noted that during the lateral movement, after controlling the steering angle of the front wheels to rotate to the initial steering angle of the front wheels and controlling the steering angle of the rear wheels to rotate to the initial steering angle of the rear wheels, the vehicle controller can periodically execute the above steps 201 to 203 to achieve control of the lateral movement of the vehicle.

[0076] In the embodiment of the present application, during the lateral movement control process of the vehicle, the first target slip ratio of the driving wheel during the lateral movement process is first determined, and the second target slip ratio of the driven wheel is determined according to the first target slip ratio, and then the driving wheel is controlled to rotate according to the first target slip ratio, and the driven wheel is controlled to rotate according to the second target slip ratio, so that the vehicle moves laterally. During the lateral movement of the vehicle, the front wheels and the rear wheels are controlled respectively by the target slip ratios of the front wheels and the rear wheels, so that the difference between the adhesion components of the front wheels and the rear wheels in the longitudinal direction can be reduced or even eliminated, thereby reducing or even eliminating the possible longitudinal offset, and reducing or even eliminating the difference between the adhesion components of the front wheels and the rear wheels in the lateral direction, thereby reducing or even eliminating the possible yaw, thereby reducing the probability of the vehicle being scratched, and improving the safety and reliability of the vehicle during the lateral movement.

[0077] Optionally, determining a second target slip ratio of the driven wheel according to the first target slip ratio includes:

[0078] determining a first adhesion force of the driving wheel according to the first target slip ratio;

[0079] Determine the second adhesion force of the driven wheel according to the first rotation angle, the second rotation angle and the first adhesion force; wherein the first rotation angle is the rotation angle of the driving wheel, the second rotation angle is the rotation angle of the driven wheel, and the second adhesion force is used to balance the first adhesion force;

[0080] A second target slip ratio is determined according to the second adhesion force.

[0081] In one embodiment, after determining the first target slip ratio, the first adhesion of the driving wheel can be determined according to the first target slip ratio, and the first longitudinal component of the first adhesion in the longitudinal direction can be determined according to the first adhesion and the first turning angle of the driving wheel. Then, the second longitudinal component of the second adhesion in the longitudinal direction can be determined according to the first longitudinal component. Finally, the second adhesion can be determined according to the second longitudinal component and the second turning angle, and the corresponding second target slip ratio can be determined according to the second adhesion.

[0082] like Figure 1 As shown, after determining the first target slip ratio, the first adhesion force A can be determined according to the first target slip ratio through the first priori relationship. Then, according to the first adhesion force A and the first turning angle , determine the first longitudinal component A y Afterwards, according to the first longitudinal component A y Determine the second longitudinal component B y Finally, the second longitudinal component A y and the second corner A second adhesion force B is determined, and according to the second adhesion force B, a second target slip ratio is determined through a second priori relationship.

[0083] In another embodiment, after determining the first target slip rate, the corresponding first adhesion force may be determined according to the first target slip rate, and the first lateral component of the first adhesion force in the lateral direction may be determined according to the first adhesion force and the first turning angle of the driving wheel. Then, the second lateral component of the second adhesion force in the lateral direction may be determined according to the first lateral component, and the second lateral component has the same magnitude and direction as the first lateral component. Finally, the second adhesion force may be determined according to the second lateral component and the second turning angle, and the corresponding second target slip rate may be determined according to the second adhesion force.

[0084] like Figure 1 As shown, after determining the first target slip ratio, the first adhesion force A can be determined according to the first target slip ratio through the first priori relationship. Then, according to the first adhesion force A and the first turning angle , determine the first transverse component , Afterwards, according to the first lateral component A x Determine the second transverse component B x Finally, the second lateral component B x and the second corner Determine the second adhesion force B, , and according to the second adhesion force B, determine the second target slip rate through a second priori relationship.

[0085] In the embodiment of the present application, the second adhesion matching the first adhesion is determined based on the first adhesion corresponding to the first target slip ratio, the first rotation angle of the driving wheel and the second rotation angle of the driven wheel, and then the second target slip ratio is determined based on the second adhesion, so that the second target slip ratio that accurately matches the first target slip ratio can be obtained. In this way, when the driving wheel and the driven wheel are controlled based on the first target slip ratio and the second target slip ratio, the possible longitudinal deviation and / or lateral swing of the vehicle can be reduced.

[0086] Optionally, before determining the second adhesion of the driven wheel according to the first rotation angle, the second rotation angle and the first adhesion, the method may further include:

[0087] Determining a current yaw rate of the vehicle; when the yaw rate is greater than a preset rate, adjusting the first turning angle and / or the second turning angle to reduce the yaw rate;

[0088] And / or, determining current longitudinal motion data of the vehicle; when the longitudinal motion data is greater than preset motion data, adjusting the first turning angle and / or the second turning angle to reduce the longitudinal motion data.

[0089] In one embodiment, the preset angular velocity may be set to 0 or an angular velocity close to 0. When the yaw angular velocity of the vehicle is greater than the preset angular velocity, the yaw angular velocity may be reduced by adjusting the second turning angle. In combination with the above example, during the execution of steps 201 to 203, the vehicle controller may detect the yaw angular velocity of the vehicle in real time through an angular velocity sensor in the vehicle. After each determination of the first adhesion corresponding to the first target slip rate, the second turning angle of the driven wheel at the current moment may be determined, and the yaw angular velocity of the vehicle at the current moment may be detected. If the yaw angular velocity is greater than the preset angular velocity, the second turning angle at the current moment may be adjusted to obtain the adjusted second turning angle. Afterwards, the second adhesion may be determined based on the first turning angle, the first adhesion, and the adjusted second turning angle, and the first target slip rate may be determined based on the second adhesion.

[0090] In the process of adjusting the second turning angle, the second turning angle can be reduced or increased by a certain amount, and the adjustment direction and amplitude of the second angle correspond to the yaw rate, which can reduce the yaw rate of the vehicle. Figure 1 As shown, if the direction of the yaw angular velocity is counterclockwise, the second turning angle can be increased clockwise by a certain amplitude, and the increase amplitude of the second turning angle corresponds to the yaw angular velocity, so that the yaw angular velocity detected next time can be less than or equal to the preset angular velocity.

[0091] In another embodiment, when the yaw rate of the vehicle is greater than the preset angular velocity, the yaw rate of the vehicle can be reduced by adjusting the first turning angle. Figure 1 As shown, when the detected yaw angular velocity is greater than the preset angular velocity, if the direction of the yaw angular velocity is counterclockwise, the first turning angle can be reduced by a certain amplitude clockwise, and the reduction amplitude of the first turning angle corresponds to the yaw angular velocity, so that the yaw angular velocity detected next time can be less than or equal to the preset angular velocity.

[0092] In another embodiment, when the yaw rate of the vehicle is greater than a preset angular velocity, the yaw rate can be reduced by adjusting the first turning angle and the second turning angle. Figure 1 As shown, when the detected yaw angular velocity is greater than the preset angular velocity, if the direction of the yaw angular velocity is counterclockwise, the first turning angle can be reduced by a certain amplitude clockwise, and the second turning angle can be increased by a certain amplitude clockwise. The reduction amplitude of the first turning angle and the increase amplitude of the second turning angle correspond to the yaw angular velocity, so that the yaw angular velocity detected next time can be made less than or equal to the preset angular velocity.

[0093] In one embodiment, the longitudinal motion data may be the longitudinal acceleration or longitudinal speed of the vehicle. Taking the longitudinal speed as an example, the preset motion data may be a preset longitudinal speed. The preset longitudinal speed may be a speed value of 0 or close to 0. When the longitudinal speed is greater than the preset longitudinal speed, the longitudinal speed of the vehicle may be reduced by adjusting the second turning angle. In combination with the above example, in the process of executing steps 201 to 203, the vehicle controller may detect the longitudinal speed of the vehicle in real time through a speed sensor in the vehicle. After each determination of the first adhesion corresponding to the first target slip rate, the second turning angle at the current moment may be determined, and the longitudinal speed at the current moment may be determined. If the longitudinal speed is greater than the preset longitudinal speed, the second turning angle at the current moment may be adjusted to obtain the adjusted second turning angle. Afterwards, the second adhesion may be determined based on the first turning angle, the first adhesion and the adjusted second turning angle, and the second target slip rate may be determined based on the second adhesion.

[0094] In the process of adjusting the second turning angle, the second turning angle can be reduced or increased by a certain amount, and the adjustment range of the second angle corresponds to the longitudinal speed, which is used to reduce the longitudinal speed of the vehicle. Figure 1 As shown, if the direction of the longitudinal speed is forward, the second turning angle can be reduced by a certain amount, and the reduction amount of the second turning angle corresponds to the longitudinal speed, so that the longitudinal speed detected next time can be less than or equal to the preset longitudinal speed.

[0095] In another embodiment, the longitudinal speed can be reduced by adjusting the first turning angle. Figure 1 As shown, when the detected longitudinal speed is greater than the preset longitudinal speed, if the direction of the longitudinal speed is forward, the first turning angle can be increased by a certain amount, and the increase in the first turning angle corresponds to the longitudinal speed, so that the longitudinal speed detected next time can be less than or equal to the preset angular speed.

[0096] In another embodiment, the yaw rate can be reduced by adjusting the first rotation angle and the second rotation angle. Figure 1 As shown, when the detected longitudinal speed is greater than the preset longitudinal speed and the direction is forward, the first turning angle can be increased by a certain amplitude, and the second turning angle can be reduced by a certain amplitude. The increase amplitude of the first turning angle and the decrease amplitude of the second turning angle correspond to the longitudinal speed, so that the longitudinal speed detected next time can be less than or equal to the preset longitudinal speed.

[0097] It should be understood that the above are only illustrative examples, and the specific method of adjusting the first turning angle and / or the second turning angle to reduce the longitudinal motion data and the yaw angular velocity can be set according to needs, and this embodiment does not limit this.

[0098] In another embodiment, during the execution of step 201 to step 203, the yaw rate and longitudinal motion data of the vehicle may be obtained simultaneously, and when the yaw rate is greater than the preset rate, the yaw rate of the vehicle is reduced by adjusting the first turning angle and the second turning angle, and when the longitudinal motion data is greater than the preset motion data, the longitudinal motion data of the vehicle is reduced by adjusting the first turning angle and the second turning angle. Afterwards, the second adhesion may be determined according to the first turning angle, the first adhesion and the adjusted second turning angle, and the second target slip rate may be determined according to the second adhesion.

[0099] In the embodiment of the present application, during the lateral movement of the vehicle, when the yaw angular velocity of the vehicle is large, the steering angles of the front wheels and / or rear wheels are adjusted to reduce the possible lateral swing of the vehicle. During the lateral movement of the vehicle, when the longitudinal motion data of the vehicle is large, the steering angles of the front wheels and / or rear wheels are adjusted to reduce the possible longitudinal deviation of the vehicle.

[0100] Optionally, determining the second adhesion of the driven wheel according to the first rotation angle, the second rotation angle and the first adhesion includes:

[0101] Get the pitch angle of the vehicle at the current moment;

[0102] If the gravity component corresponding to the pitch angle is located in the longitudinal direction of the vehicle, the second adhesion force is determined according to the first rotation angle, the second rotation angle, the first adhesion force and the gravity component.

[0103] In actual applications, when the road on which the vehicle is located has a certain slope, the vehicle will have a certain pitch angle. At this time, the vehicle's own gravity will produce a certain gravity component in the longitudinal direction of the vehicle. The gravity component corresponds to the pitch angle. The larger the pitch angle, the greater the gravity component. Figure 3 , Figure 3 Schematic diagram of the gravity components of a vehicle provided in an embodiment of the present application. Figure 3 As shown, when the road 31 where the vehicle is located has a certain slope, the pitch angle of the vehicle is , pitch angle The existence of the vehicle's own gravity will generate a gravity component G in the vertical direction. y , in the longitudinal direction (i.e. Figure 1 The gravity component G is generated in the opposite direction of the Y direction shown in FIG. x .

[0104] In one embodiment, in the process of determining the second adhesion, the pitch angle of the vehicle can be obtained. When the pitch angle is greater than a preset angle, the vehicle controller can determine the gravity component corresponding to the pitch angle. If the gravity component is located in the longitudinal direction, the second adhesion can be determined based on the first turning angle, the second turning angle, the gravity component and the first adhesion.

[0105] For example, in the process of determining the second adhesion, the vehicle controller may detect the pitch angle of the vehicle at the current moment. Figure 3 As shown, located in the longitudinal direction of the vehicle, the first longitudinal force component A can be determined y = the second longitudinal component B y + Gravity component G x . Determine the first longitudinal component A according to the first adhesion and the first rotation angle y After that, you can adjust the pitch angle and the vehicle's own gravity to determine the gravity component G x , then according to the first longitudinal component A y and the gravity component G x Determine the second longitudinal component B y , the second longitudinal component B y = first longitudinal component A y - Gravity component G x Afterwards, the second longitudinal component B y The second adhesion force B is determined by the second rotation angle, and then the second target slip ratio can be determined according to the second adhesion force.

[0106] It can be understood that when the pitch angle causes the vehicle to generate a gravity component in the Y direction, the second longitudinal component B y = first longitudinal component A y + Gravity component G x , at this time the second longitudinal component B y = first component A y + Gravity component G x .

[0107] In the embodiment of the present application, in the process of determining the second adhesion, the gravity component in the longitudinal direction generated by the pitch angle of the vehicle is taken into account, so that the finally determined second adhesion can be more consistent with the force applied to the vehicle in the longitudinal direction, thereby making the finally determined second adhesion more accurate, and further making the second target slip rate more accurate.

[0108] Optionally, determining a second target slip ratio of the driven wheel according to the first target slip ratio includes:

[0109] Determine the smoothness of the road the vehicle is currently on;

[0110] When the flatness is less than the preset flatness, if the difference between the first rotation angle of the driving wheel and the second rotation angle of the driven wheel is less than the preset rotation angle difference, the first target slip ratio is used as the second target slip ratio.

[0111] In one embodiment, in the process of determining the second target slip rate, the vehicle controller can first determine the flatness of the road surface on which the vehicle is currently located. If the flatness is less than a preset flatness, the difference between the first turning angle of the front wheels and the second turning angle of the rear wheels can be further determined. If the difference is less than the preset turning angle difference, it can be determined that the road conditions on which the front wheels and the rear wheels are currently located are basically the same. At this time, the first target slip rate can be directly used as the second target slip rate.

[0112] The preset turning angle difference may be 0 or a value close to 0, so that when the first turning angle is close to or the same as the second turning angle, the first target slip rate may be used as the second target slip rate.

[0113] In an embodiment of the present application, when the flatness of the road surface is less than a preset flatness and the difference between the first angle of the driving wheel and the second angle of the driven wheel is less than a preset angle difference, the first target slip rate is directly used as the second target slip rate, the second target slip rate can be quickly determined, thereby reducing the power consumption of the vehicle.

[0114] Optionally, before determining the second target slip ratio of the driven wheel according to the first target slip ratio, the method may further include:

[0115] Obtain the current actual lateral motion data of the vehicle;

[0116] If a third deviation between the actual lateral motion data and the target lateral motion data is greater than the preset motion difference, the first target slip ratio is corrected to reduce the third deviation.

[0117] In one embodiment, the lateral motion data may be the lateral acceleration or lateral speed of the vehicle. Taking the lateral speed as an example, during the lateral movement of the vehicle, the vehicle controller may periodically detect the actual lateral speed of the vehicle, and then calculate the difference (i.e., the third deviation) between the actual lateral speed and the preset lateral speed (i.e., the preset lateral motion data). Then, the third deviation may be compared with the preset motion difference. If the third deviation is greater than the preset motion difference, it is determined that the actual lateral speed differs greatly from the preset lateral speed. At this time, the first target slip ratio may be corrected to obtain a corrected first target slip ratio. Then, the second target slip ratio is determined based on the corrected first target slip ratio, the driving wheel is controlled based on the corrected first target slip ratio, and the driven wheel is controlled based on the second target slip ratio, so that the actual lateral speed is close to or equal to the preset lateral speed.

[0118] Among them, the correction amplitude of the first target slip ratio corresponds to the third deviation. For example, when the third deviation is greater than the preset motion difference, if the actual lateral speed of the vehicle is greater than the preset lateral speed, the first target slip ratio can be reduced by a certain amplitude, and the reduction amplitude of the first target slip ratio is positively correlated with the third deviation, so the first target slip ratio can be reduced. In this way, after the driven wheel and the driving wheel are controlled according to the second target slip ratio and the first target slip ratio after correction, the lateral speed of the vehicle can be reduced. For another example, when the third deviation is greater than the preset motion difference, if the lateral speed of the vehicle is less than the preset lateral speed, the first target slip ratio can be increased by a certain amplitude, and the increase amplitude of the first target slip ratio is positively correlated with the third deviation, so the first target slip ratio can be increased. In this way, after the driven wheel and the driving wheel are controlled according to the second target slip ratio and the first target slip ratio after correction, the lateral speed of the vehicle can be increased.

[0119] In an embodiment of the present application, during the lateral movement of the vehicle, when the third deviation between the actual lateral motion data of the vehicle and the target lateral motion data is greater than the preset motion difference, the first target slip rate is corrected, which can reduce the deviation between the actual lateral motion data of the vehicle and the target lateral motion data, thereby making the lateral movement of the vehicle more in line with expectations.

[0120] Optionally, determining a first target slip rate of the driving wheel during the lateral movement of the vehicle includes:

[0121] Determining an initial target slip ratio of the driving wheel according to the current opening of the accelerator pedal in the vehicle; wherein the initial target slip ratio is positively correlated with the current opening;

[0122] If the initial target slip ratio is less than or equal to the slip ratio upper limit, the initial target slip ratio is used as the first target slip ratio;

[0123] Alternatively, if the initial target slip ratio is greater than the slip ratio upper limit, the slip ratio upper limit is used as the first target slip ratio.

[0124] Among them, when the slip rate of the wheel is greater than the upper limit of the slip rate, it indicates that the friction between the wheel and the ground is large, which may cause greater damage to the wheel.

[0125] In one embodiment, in the process of determining the first target slip rate, the vehicle controller can detect the opening of the accelerator pedal in real time to obtain the current opening, and then determine the initial target slip rate of the driving wheel according to the current opening, and the initial target slip rate is positively correlated with the current opening. Afterwards, the initial target slip rate can be compared with the upper limit of the slip rate. If the initial target slip rate is less than or equal to the upper limit of the slip rate, the initial target slip rate is used as the first target slip rate. On the contrary, if the initial target slip rate is greater than the upper limit of the slip rate, the upper limit of the slip rate is used as the first target slip rate.

[0126] In an embodiment of the present application, an initial target slip rate is determined based on the current opening of the accelerator pedal. When the initial target slip rate is less than or equal to the upper limit of the slip rate, the initial target slip rate is used as the first target slip rate. When the initial target slip rate is greater than the upper limit of the slip rate, the upper limit of the slip rate is used as the first target slip rate. This can prevent the wheel slip rate from being too large, which could cause significant damage to the tire.

[0127] See also Figure 4 , Figure 4 Schematic diagram of a lateral movement control device provided in an embodiment of the present application. Figure 4 As shown, the device 400 includes:

[0128] A determination module 401 is used to determine a first target slip rate of a driving wheel during lateral movement of the vehicle; wherein the driving wheel is a front wheel or a rear wheel of the vehicle;

[0129] The determination module 401 is further configured to determine a second target slip ratio of a driven wheel according to the first target slip ratio; wherein the driven wheel is a wheel of the front wheel and the rear wheel other than the driving wheel;

[0130] The control module 402 is configured to control the driving wheel to rotate according to the first target slip ratio, and control the driven wheel to rotate according to the second target slip ratio, so as to enable the vehicle to move laterally.

[0131] Optionally, the determining module 401 determines the first adhesion of the driving wheel specifically according to the first target slip rate;

[0132] determining a second adhesion force of the driven wheel according to a first rotation angle, a second rotation angle and the first adhesion force; wherein the first rotation angle is the rotation angle of the driving wheel, the second rotation angle is the rotation angle of the driven wheel, and the second adhesion force is used to balance the first adhesion force;

[0133] The second target slip ratio is determined according to the second adhesion force.

[0134] Optionally, the determination module 401 is also used to determine the current yaw angular velocity of the vehicle before determining the second adhesion of the driven wheel based on the first turning angle, the second turning angle and the first adhesion; when the yaw angular velocity is greater than a preset angular velocity, adjust the first turning angle and / or the second turning angle to reduce the yaw angular velocity; and / or determine the current longitudinal motion data of the vehicle; when the longitudinal motion data is greater than preset motion data, adjust the first turning angle and / or the second turning angle to reduce the longitudinal motion data.

[0135] Optionally, the determination module 401 specifically obtains the pitch angle of the vehicle at a current moment;

[0136] If the gravity component corresponding to the pitch angle is located in the longitudinal direction of the vehicle, the second adhesion force is determined according to the first rotation angle, the second rotation angle, the first adhesion force and the gravity component.

[0137] Optionally, the determination module 401 is specifically used to determine the flatness of the road surface on which the vehicle is currently located; when the flatness is less than a preset flatness, if the difference between the first rotation angle of the driving wheel and the second rotation angle of the driven wheel is less than a preset rotation angle difference, the first target slip rate is used as the second target slip rate.

[0138] Optionally, the determination module 401 is also used to obtain the current actual lateral motion data of the vehicle before determining the second target slip rate of the driven wheel based on the first target slip rate; if a third deviation between the actual lateral motion data and the target lateral motion data is greater than a preset motion difference, the first target slip rate is corrected to reduce the third deviation.

[0139] Optionally, the determination module 401 is specifically used to determine the initial target slip rate of the driving wheel according to the current opening of the accelerator pedal in the vehicle; wherein the initial target slip rate is positively correlated with the current opening; if the initial target slip rate is less than or equal to an upper limit of slip rate, the initial target slip rate is used as the first target slip rate; or, if the initial target slip rate is greater than the upper limit of slip rate, the upper limit of slip rate is used as the first target slip rate.

[0140] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0141] For example, Figure 5 As shown, the vehicle 500 includes: a memory 501 and a processor 502, wherein the memory 501 stores an executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a lateral movement control method.

[0142] In addition, an embodiment of the present application also protects a lateral movement control device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a lateral movement control method provided by an embodiment of the present application.

[0143] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0144] In the case of dividing each functional module according to each function, the device may also include a determination module and a control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0145] It should be understood that the device provided in this embodiment is used to execute the above-mentioned lateral movement control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0146] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing mutual program codes, etc.

[0147] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits disclosed in the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0148] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a lateral movement control method provided in the above embodiments.

[0149] This embodiment also provides a readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement a lateral movement control method provided by the above embodiment.

[0150] This embodiment further provides a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the above-mentioned related steps to implement a lateral movement control method provided by the above-mentioned embodiment.

[0151] Among them, the device, readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0152] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0153] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0154] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A lateral movement control method, characterized in that: The method comprises: Determining a first target slip rate of a driving wheel during lateral movement of the vehicle; wherein the driving wheel is a front wheel or a rear wheel of the vehicle; Determining a second target slip ratio of a driven wheel according to the first target slip ratio; wherein the driven wheel is a wheel of the front wheel and the rear wheel except the driving wheel; controlling the driving wheel to rotate according to the first target slip ratio, and controlling the driven wheel to rotate according to the second target slip ratio, so as to make the vehicle move laterally; Wherein, determining the second target slip ratio of the driven wheel according to the first target slip ratio includes: determining a first adhesion force of the driving wheel according to the first target slip ratio; determining a second adhesion force of the driven wheel according to a first rotation angle, a second rotation angle and the first adhesion force; wherein the first rotation angle is the rotation angle of the driving wheel, the second rotation angle is the rotation angle of the driven wheel, and the second adhesion force is used to balance the first adhesion force; The second target slip ratio is determined according to the second adhesion force.

2. The method according to claim 1, characterized in that Before determining the second adhesion force of the driven wheel according to the first rotation angle, the second rotation angle and the first adhesion force, the method further includes: determining a current yaw rate of the vehicle; and when the yaw rate is greater than a preset rate, adjusting the first rotation angle and / or the second rotation angle to reduce the yaw rate; And / or, determining current longitudinal motion data of the vehicle; when the longitudinal motion data is greater than preset motion data, adjusting the first turning angle and / or the second turning angle to reduce the longitudinal motion data.

3. The method according to claim 1, characterized in that The determining the second adhesion force of the driven wheel according to the first rotation angle, the second rotation angle and the first adhesion force comprises: Obtaining the pitch angle of the vehicle at the current moment; If the gravity component corresponding to the pitch angle is located in the longitudinal direction of the vehicle, the second adhesion force is determined according to the first rotation angle, the second rotation angle, the first adhesion force and the gravity component.

4. The method according to claim 1, characterized in that Before determining a second target slip ratio of a driven wheel according to the first target slip ratio, the method includes: Acquiring current actual lateral motion data of the vehicle; If a third deviation between the actual lateral motion data and the target lateral motion data is greater than a preset motion difference, the first target slip ratio is corrected to reduce the third deviation.

5. The method according to any one of claims 1 to 4, characterized in that The determining of a first target slip rate of the driving wheel during the lateral movement of the vehicle includes: Determining an initial target slip ratio of the driving wheel according to a current opening of an accelerator pedal in the vehicle; wherein the initial target slip ratio is positively correlated with the current opening; If the initial target slip ratio is less than or equal to the slip ratio upper limit, the initial target slip ratio is used as the first target slip ratio; Alternatively, if the initial target slip ratio is greater than the slip ratio upper limit, the slip ratio upper limit is used as the first target slip ratio.

6. A lateral movement control device, characterized in that: The device comprises: A determination module, used to determine a first target slip rate of a driving wheel during lateral movement of the vehicle; wherein the driving wheel is a front wheel or a rear wheel of the vehicle; The determination module is further used to determine a second target slip ratio of a driven wheel according to the first target slip ratio; wherein the driven wheel is a wheel of the front wheel and the rear wheel except the driving wheel; a control module, configured to control the driving wheel to rotate according to the first target slip ratio, and control the driven wheel to rotate according to the second target slip ratio, so as to make the vehicle move laterally; Among them, the determination module is specifically used to determine the first adhesion of the driving wheel according to the first target slip rate; determine the second adhesion of the driven wheel according to the first turning angle, the second turning angle and the first adhesion; wherein the first turning angle is the turning angle of the driving wheel, the second turning angle is the turning angle of the driven wheel, and the second adhesion is used to balance the first adhesion; and determine the second target slip rate according to the second adhesion.

7. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory so that the vehicle executes the method according to any one of claims 1 to 5.

Images