Vehicle control method, vehicle control device and vehicle

Abstract

The invention provides a vehicle control method, a vehicle control device and a vehicle. The method comprises the steps that if it is detected that a first wheel of the vehicle is in a slipping state, the torque to be distributed during torque reduction of the first wheel is obtained; and distributing the torque to be distributed to the second wheel, wherein the second wheel is used for representing a wheel on the opposite side of the first wheel; determining a target difference value of the yaw moment of the vehicle corresponding to the torque to be distributed; determining a target steering angle of a rear wheel in the vehicle based on the target difference value of the yaw moment; the rear wheel is controlled based on the target steering angle. According to the method, safe and rapid running of the vehicle can be ensured under the condition that wheels slip.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more particularly, to a vehicle control method, a vehicle control device and a vehicle. Background Art

[0002] With the popularity of cars, more and more users regard cars as an essential tool for travel, which greatly improves the convenience of travel. However, with the increase in the frequency of vehicle use, some problems related to driving safety have become increasingly prominent, among which wheel slip is a common phenomenon that deserves attention.

[0003] At present, the occurrence of vehicle slippage is reduced by reducing the output torque of the motor in the vehicle. However, reducing the output torque of the motor in the vehicle can only reduce the occurrence of wheel slippage, but cannot ensure that the vehicle can travel fast and straight, thus causing dangerous accidents. Therefore, how to ensure that the vehicle can travel safely and quickly in the case of wheel slippage has become an urgent problem to be solved. Summary of the invention

[0004] The present application provides a vehicle control method, a vehicle control device and a vehicle, wherein the method can ensure safe and fast driving of the vehicle in the event of wheel slippage.

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

[0006] If it is detected that the first wheel of the vehicle is in a slipping state, obtaining the torque to be distributed when the first wheel reduces torque; and distributing the torque to be distributed to the second wheel; wherein the second wheel is used to represent the wheel on the opposite side of the first wheel;

[0007] determining a target difference between the torque to be distributed and the yaw moment of the vehicle;

[0008] determining a target steering angle of rear wheels in the vehicle based on the target difference in yaw moment;

[0009] The rear wheels are controlled based on the target steering angle.

[0010] The above technical scheme, if it is detected that the first wheel of the vehicle is in a slipping state, obtains the torque to be allocated when the torque of the first wheel is reduced; and allocates the torque to be allocated to the second wheel on the opposite side of the first wheel, determines the target difference of the yaw moment of the vehicle corresponding to the torque to be allocated, and determines the target steering angle of the rear wheels in the vehicle based on the target difference of the yaw moment; on the one hand, by allocating the torque to be allocated to the second wheel, that is, transferring the torque reduced by the first wheel to the second wheel, while ensuring that the vehicle has sufficient power, the wheel slip is reduced; on the other hand, the target steering angle of the rear wheels is determined by the target difference of the yaw moment corresponding to the torque to be allocated, so as to offset the target difference of the yaw moment generated by the torque transfer through the steering of the rear wheels, avoid the deviation of the vehicle direction, and ensure that the vehicle travels in a straight line; thereby, the vehicle is coordinated controlled by the torque reduction transfer and the steering of the rear wheels to achieve the straight-line acceleration of the vehicle; therefore, in the case of wheel slip in the vehicle, the safe and fast driving of the vehicle can be ensured.

[0011] In combination with the first aspect, in some possible implementations, the method further includes:

[0012] Determining whether the target steering angle is greater than a preset steering angle;

[0013] If the target steering angle is greater than the preset steering angle, controlling the rear wheels to rotate according to the preset steering angle;

[0014] If the target steering angle is less than or equal to the preset steering angle, the rear wheels are controlled to rotate according to the target steering angle.

[0015] In the above technical solution, if the target steering angle is greater than the preset steering angle, the rear wheels are controlled to rotate according to the preset steering angle; if the target steering angle is less than or equal to the preset steering angle, the rear wheels are controlled to rotate according to the target steering angle. In this way, the changes in the vehicle posture caused by torque transfer can be offset as much as possible by controlling the steering of the rear wheels, thereby improving the stability of the vehicle.

[0016] In combination with the first aspect and the above implementation manner, in some possible implementation manners, if the target steering angle is greater than the preset steering angle, the method further includes:

[0017] Updating the torque to be distributed to obtain an updated torque to be distributed;

[0018] The updated torque to be distributed is distributed to the second wheel.

[0019] In the above technical solution, if the target steering angle is greater than the preset steering angle, the torque to be distributed is updated to obtain an updated torque to be distributed. Since the updated torque to be distributed is smaller than the torque to be distributed, the updated torque to be distributed is distributed to the second wheel, thereby ensuring driving safety while ensuring that the vehicle has sufficient power.

[0020] In combination with the first aspect and the above implementation manner, in some possible implementation manners, the method further includes:

[0021] Based on the preset steering angle, determining a preset yaw moment difference corresponding to the preset steering angle;

[0022] The updated torque to be distributed is determined based on the preset yaw moment difference.

[0023] In the above technical solution, if the target steering angle is greater than the preset steering angle, a preset yaw moment difference is determined based on the preset steering angle, and the updated torque to be distributed is determined based on the preset yaw moment difference; since the preset steering angle is used to offset the difference in yaw moment caused by the torque transfer, the corresponding preset yaw moment difference is determined by the preset steering angle, so that the updated torque to be distributed can be determined by the preset yaw moment difference, and the updated torque to be distributed is transferred to the second wheel, thereby ensuring the power of the vehicle.

[0024] In combination with the first aspect and the above implementation manner, in some possible implementation manners, the method further includes:

[0025] If the target steering angle is less than or equal to the preset steering angle, a second distributed torque is output to the second wheel; wherein the second distributed torque is used to represent the sum of the torque to be distributed and the current distributed torque of the second wheel;

[0026] If the target steering angle is greater than the preset steering angle, a third distributed torque is output to the second wheel; wherein the third distributed torque is used to represent the sum of the updated torque to be distributed and the current distributed torque of the second wheel.

[0027] In the above technical solution, if the target steering angle is less than or equal to the preset steering angle, a second distributed torque is output to the second wheel, and the second distributed torque represents the sum of the torque to be distributed and the current distributed torque of the second wheel; when the target steering angle is less than or equal to the preset steering angle, the torque reduced by the first wheel can be completely transferred to the second wheel to ensure that the vehicle has sufficient power; if the target steering angle is greater than the preset steering angle, a third distributed torque is output to the second wheel, and the third distributed torque is used to represent the sum of the updated torque to be distributed and the current distributed torque of the second wheel; when the target steering angle is greater than the preset steering angle, the maximum torque that can be transferred from the torque reduced by the first wheel (the updated torque to be distributed) is transferred to the second wheel, thereby ensuring the power of the vehicle as much as possible.

[0028] In combination with the first aspect and the above implementation manner, in some possible implementation manners, the method further includes:

[0029] Obtaining a historical friction coefficient of the first wheel;

[0030] Determining a first distributed torque of the first wheel based on the historical friction coefficient, the tire radius and the tire load; wherein the first distributed torque is positively correlated with the friction coefficient;

[0031] The difference between the current distributed torque of the first wheel and the first distributed torque is determined as the torque to be distributed.

[0032] The above technical scheme determines the first distributed torque of the first wheel, that is, the maximum driving force corresponding to the historical friction coefficient, through the historical friction coefficient of the first wheel, the tire radius and the tire load, and thus determines the torque to be distributed by the difference between the current distributed torque of the first wheel and the first distributed torque, which can ensure the accuracy of the torque to be distributed, thereby distributing the torque to be distributed, ensuring that the vehicle has sufficient power and ensuring the vehicle's driving speed.

[0033] In combination with the first aspect and the above implementation manner, in some possible implementation manners, the method further includes:

[0034] determining a first difference of the yaw moment based on a current distributed torque of the first wheel and a current distributed torque of the second wheel;

[0035] Determining a second difference of the yaw moment based on the first distributed torque and a second distributed torque of the second wheel; wherein the second distributed torque is used to represent the sum of the current distributed torque of the second wheel and the torque to be distributed;

[0036] The difference between the first difference and the second difference is determined as the target difference.

[0037] The above technical solution determines a first difference in yaw moment based on the current distributed torque of the first wheel and the current distributed torque of the second wheel, and determines a second difference in yaw moment based on the second distributed torque and the first distributed torque; while ensuring the power of the vehicle, the target difference in yaw moment is determined by the first difference and the second difference, which can improve the accuracy of the yaw moment difference generated before and after the torque transfer, thereby improving the accuracy of the target transfer angle.

[0038] In combination with the first aspect and the above implementation manner, in some possible implementation manners, the method further includes:

[0039] The first distributed torque is output to the first wheel.

[0040] In the above technical solution, the first distributed torque indicates the current maximum driving force of the first wheel, and the first distributed torque is output to the first wheel, which can reduce the slip of the first wheel and improve driving safety.

[0041] In a second aspect, a control device is provided, the device comprising:

[0042] a detection module, configured to obtain the torque to be distributed when the first wheel reduces torque if it is detected that the first wheel of the vehicle is in a slipping state; and distribute the torque to be distributed to the second wheel; wherein the second wheel is used to represent the wheel on the opposite side of the first wheel;

[0043] A first determination module, configured to determine a target difference between the torque to be distributed and the yaw moment of the vehicle;

[0044] a second determination module, configured to determine a target steering angle of a rear wheel in the vehicle based on the target difference in yaw moment;

[0045] An output module is used to control the rear wheels based on the target steering angle.

[0046] In a third aspect, a vehicle is provided, comprising a memory and a processor, wherein the memory is used to store executable program code; the processor is used to call and run the executable program code from the memory, so that the vehicle executes the vehicle control method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0047] In a fourth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the vehicle control method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0048] In a fifth aspect, a computer program product is provided, which includes: a computer program code, which, when executed on a computer, enables the computer to execute the vehicle control method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 is a schematic diagram of a scenario of a vehicle control method provided in an embodiment of the present application;

[0050] Figure 2 is a schematic flow chart of a vehicle control method provided in an embodiment of the present application;

[0051] Figure 3 is a schematic flow chart of another vehicle control method provided in an embodiment of the present application;

[0052] Figure 4 is a schematic flow chart of another vehicle control method provided in an embodiment of the present application;

[0053] Figure 5 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0054] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0055] 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.

[0056] 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.

[0057] It should be noted that wheel slip is achieved by adjusting the rear wheel angle or the output torque of the motor in the vehicle to adjust the posture of the whole vehicle. However, adjusting the rear wheel angle can only control the steering of the vehicle, and the wheel slip phenomenon still exists. Adjusting the output torque of the motor can only reduce the occurrence of wheel slip, and it is impossible to ensure that the vehicle drives in a straight line, thus causing dangerous accidents. In view of this, the present application provides a vehicle control method, a vehicle control device and a vehicle, which can ensure the safe and fast driving of the vehicle in the case of wheel slip.

[0058] Figure 1 It is a scenario schematic diagram of a vehicle control method provided in an embodiment of the present application.

[0059] For example, Figure 1 As shown, if it is detected that the first wheel 110 (left rear wheel) of the vehicle 100 is in a slipping state, the current distributed torque of the first wheel 110 is reduced to obtain the first distributed torque, and the difference between the current distributed torque of the first wheel 110 and the first distributed torque is determined as the torque to be distributed, and the target difference of the yaw moment of the vehicle 100 corresponding to the torque to be distributed is determined, so that the target steering angle of the rear wheels of the vehicle 100 is determined through the target difference of the yaw moment.

[0060] Further, determine whether the target steering angle is greater than the preset steering angle. If the target steering angle is less than or equal to the preset steering angle, the sum of the torque to be distributed and the current distributed torque of the second wheel (the right rear wheel) on the opposite side of the first wheel 110 is determined as the second distributed torque, and the first distributed torque is output to the first wheel 110, the second distributed torque is output to the second wheel, and the rear wheels are controlled to rotate to the left according to the target steering angle.

[0061] If the target steering angle is greater than the preset steering angle, the preset yaw moment difference corresponding to the preset steering angle is determined, and based on the preset yaw moment difference, the updated torque to be distributed is determined; the sum of the updated torque to be distributed and the current distributed torque of the second wheel is determined as the third distributed torque, and the first distributed torque is output to the first wheel 110, the third distributed torque is output to the second wheel, and the rear wheels are controlled to rotate to the left according to the preset steering angle.

[0062] The above technical solution realizes the straight-line acceleration of the vehicle by coordinated control of the vehicle through torque reduction transfer and rear wheel steering, and can ensure safe and fast driving of the vehicle in the event of wheel slippage in the vehicle.

[0063] Exemplarily, the first distributed torque is determined by the historical friction coefficient of the first wheel. Specifically, the historical friction coefficient of the first wheel is obtained, and the first distributed torque of the first wheel is determined based on the historical friction coefficient, the tire radius and the tire load, and the first distributed torque is positively correlated with the friction coefficient.

[0064] Exemplarily, the target difference of the yaw moment is determined by the difference of the yaw moment before and after the torque transfer. Specifically, a first difference of the yaw moment is determined based on the current distributed torque of the first wheel and the current distributed torque of the second wheel, and a second difference of the yaw moment is determined based on the first distributed torque and the second distributed torque of the second wheel, wherein the second distributed torque represents the sum of the current distributed torque of the second wheel and the torque to be distributed; and the difference between the first difference of the yaw moment and the second difference of the yaw moment is determined as the target difference of the yaw moment.

[0065] Figure 2 It is a schematic flow chart of a vehicle control method provided in an embodiment of the present application.

[0066] For example, Figure 2 The method shown can be executed by a vehicle controller or chip of the vehicle.

[0067] For example, Figure 2 As shown, the method 200 includes the following processes:

[0068] S210, if it is detected that the first wheel of the vehicle is in a slipping state, obtaining the torque to be distributed when the first wheel has reduced torque; and distributing the torque to be distributed to the second wheel.

[0069] It should be noted that during the driving process, the vehicle wheels may slip due to reasons such as slippery roads or separated roads. When the vehicle wheels are in a slipping state, the reduced torque is added to the wheels on the opposite side of the slipping wheels by reducing the torque of the slipping wheels, and the steering angle of the rear tires of the vehicle is determined by the difference in the yaw moment of the vehicle before and after the torque reduction, so as to offset the yaw moment difference as much as possible through the steering of the rear tires, and ensure the power of the vehicle while ensuring that the vehicle travels in the original direction.

[0070] For example, during the driving process of the vehicle, the slip rate of each wheel in the vehicle is determined according to the driving parameters of the vehicle, and whether the corresponding wheel is slipping is determined by the slip rate of each wheel. Specifically, the driving speed of the vehicle and the wheel speed of each wheel in the vehicle are obtained, and the slip rate of each wheel is determined according to the driving speed of the vehicle and the wheel speed of each wheel. The expression of the slip rate can be expressed as follows:

[0071]

[0072] Where S represents the slip rate, U c Indicates the vehicle's speed, i.e., vehicle speed, U w Indicates wheel speed. The slip rate of each wheel is determined based on the difference between vehicle speed and wheel speed and the ratio of wheel speed.

[0073] Furthermore, the slip rate of each wheel is compared with a preset slip rate threshold to determine whether the slip rate of each wheel is greater than the preset slip rate threshold. When the slip rate of the wheel is greater than the preset slip rate threshold, it is determined that the corresponding wheel is in a slipping state, and the wheel is the first wheel; when the slip rate of the wheel is less than or equal to the preset slip rate threshold, it is determined that the corresponding wheel is in a rolling state.

[0074] Optionally, the preset slip rate threshold may be 28%, 30%, 32%, etc., which is not specifically limited here.

[0075] It should be noted that, when it is detected that the first wheel of the vehicle is in a slipping state, the driving force of the first wheel can be reduced by reducing the current distributed torque of the first wheel, thereby reducing the slip of the first wheel.

[0076] Exemplarily, if it is detected that the first wheel of the vehicle is in a slipping state, the current distributed torque of the first wheel is reduced to obtain the first distributed torque, and the difference between the current distributed torque of the first wheel and the first distributed torque is determined as the torque to be distributed when the first wheel is reduced in torque. Specifically, the friction coefficient of each wheel is updated according to a preset update frequency during the driving process of the vehicle. If it is detected that the first wheel of the vehicle is in a slipping state, the historical friction coefficient of the first wheel is obtained, and the first distributed torque of the first wheel is determined based on the historical friction coefficient, the tire radius and the tire load, and the difference between the current distributed torque of the first wheel and the first distributed torque is determined as the torque to be distributed when the first wheel is reduced in torque.

[0077] Exemplarily, the expression of the first distributed torque can be expressed as follows:

[0078] T q,max =μ x FRη

[0079] Among them, T q,max represents the first distributed torque (maximum driving torque) of the first wheel, μ x represents the friction coefficient of the first wheel at the last moment when the first wheel is in a slipping state, F represents the tire load of the first vehicle, R represents the static tire radius of the first wheel, and η represents the torque correction factor. The product of the historical friction coefficient of the first wheel, the static tire radius of the first wheel, the tire load of the first wheel, and the torque correction factor is used as the first distributed torque of the first wheel; thus, the torque to be distributed is determined by the difference between the current distributed torque of the first wheel and the first distributed torque.

[0080] Optionally, the preset update frequency of the friction coefficient of each wheel during vehicle driving may be 10 milliseconds / time, 12 milliseconds / time, etc., or the friction coefficient of each wheel may be updated in real time, which is not specifically limited here.

[0081] It is understandable that wheel slippage is caused by excessive motor output torque, and the maximum driving torque of the first wheel can be obtained by multiplying the friction coefficient of the first wheel at the previous moment, the static tire radius, the tire load and the torque correction factor.

[0082] For example, when the vehicle is driving, the friction coefficient of each tire is determined according to the motor output torque corresponding to each tire. Specifically, the driving force of the tire is first determined according to the motor output torque corresponding to each tire and the static tire radius, and then the friction coefficient of the tire is determined according to the driving force of the tire and the tire load. The driving force of each tire in the vehicle can be expressed as follows:

[0083]

[0084] Among them, F x represents the driving force of the wheel, T em represents the motor output torque of the wheel, i em represents the transmission ratio, J represents the transmission inertia, A represents the acceleration of the wheel, R x Indicates the static tire radius of the wheel.

[0085] Furthermore, the expression of the friction coefficient of each tire can be expressed as follows:

[0086]

[0087] Where μ represents the friction coefficient, F x Indicates the driving force of the wheel, F z Indicates the tire load of the wheel. When the driving force and tire load of each tire are determined, the ratio of the driving force of each tire to the tire load is used as the friction coefficient of the tire.

[0088] The above technical scheme determines the first distributed torque of the first wheel, that is, the maximum driving force corresponding to the historical friction coefficient, through the historical friction coefficient of the first wheel, the tire radius and the tire load, and thus determines the torque to be distributed by the difference between the current distributed torque of the first wheel and the first distributed torque, which can ensure the accuracy of the torque to be distributed, thereby distributing the torque to be distributed, ensuring that the vehicle has sufficient power and ensuring the vehicle's driving speed.

[0089] Exemplarily, when determining the first distributed torque of the first wheel, it can also be determined whether the first distributed torque is a positive value. When the first distributed torque is positive and the vehicle gear is in a forward gear, the rear wheels of the vehicle are controlled to steer so as to offset the target difference in the yaw moment caused by the torque reduction of the first wheel as much as possible, thereby achieving acceleration of the vehicle in a straight line.

[0090] Exemplarily, when determining the torque to be distributed when the first wheel is torque-reduced, the torque to be distributed is distributed to the second wheel on the opposite side of the first wheel, that is, the second wheel represents the wheel on the opposite side of the first wheel. Specifically, the sum of the current distributed torque of the second wheel and the torque to be distributed is used as the second distributed torque of the second wheel. In addition, when determining the target steering angle of the rear wheels in the vehicle, it is determined whether the torque to be distributed needs to be updated by the target steering angle and the preset steering angle. If the torque to be distributed needs to be updated, the torque to be distributed is updated to obtain the updated torque to be distributed, and the updated torque to be distributed is distributed to the second wheel.

[0091] S220, determining a target difference between the torque to be distributed and the yaw moment of the vehicle.

[0092] Exemplarily, a first difference in yaw moment is determined based on a current distributed torque of the first wheel and a current distributed torque of the second wheel; the sum of the current distributed torque of the second wheel and the torque to be distributed is used as the second distributed torque, and based on the first distributed torque of the first wheel and the second distributed torque of the second wheel, a second difference in yaw moment is determined; the difference between the first difference in yaw moment and the second difference in yaw moment is determined as a target difference in yaw moment of the vehicle corresponding to the torque to be distributed.

[0093] For example, the expression of the target difference of the yaw moment can be expressed as follows:

[0094] T y a w =T 1 -T 2

[0095] Among them, T yaw represents the target difference of the yaw moment, T 1 represents the first difference of the yaw moment, T 2 Represents the second difference in yaw moment.

[0096] For example, in the case where the vehicle is a rear-wheel drive vehicle, if the first wheel is the left rear wheel of the vehicle, and the second wheel is the right rear wheel of the vehicle, the expression of the first difference of the yaw moment can be expressed as follows:

[0097]

[0098] Among them, T 1 represents the first difference of the yaw moment, T R1 represents the current distributed torque of the second wheel, i em Indicates the transmission ratio, T L1 represents the current distributed torque of the first wheel, K Trepresents the left and right wheelbases, and R represents the tire radius. A first difference in the yaw moment of the vehicle before the torque transfer is determined by the current distributed torque of the first wheel and the current distributed torque of the second wheel.

[0099] Furthermore, the expression of the second difference of the yaw moment can be expressed as follows:

[0100]

[0101] Among them, T 2 represents the second difference of the yaw moment, i em Indicates the transmission ratio, T L2 represents the first distributed torque of the first wheel, K T represents the left and right wheelbase, R represents the tire radius, T R2 The second distributed torque of the second wheel is the sum of the current distributed torque of the second wheel and the torque to be distributed. The second difference of the yaw moment is determined by the first distributed torque after the first wheel torque reduction and the second distributed torque after the second wheel torque increase.

[0102] The above technical solution determines a first difference in yaw moment based on the current distributed torque of the first wheel and the current distributed torque of the second wheel, and determines a second difference in yaw moment based on the second distributed torque and the first distributed torque; while ensuring the power of the vehicle, the target difference in yaw moment is determined by the first difference and the second difference, which can improve the accuracy of the yaw moment difference generated before and after the torque transfer, thereby improving the accuracy of the target transfer angle.

[0103] It should be noted that the first distributed torque is obtained by reducing the current distributed torque of the first wheel. The first distributed torque indicates the current maximum driving force of the first wheel. Outputting the first distributed torque to the first wheel can reduce the slip of the first wheel and improve driving safety.

[0104] S230: Determine a target steering angle of the rear wheels of the vehicle based on the target difference in yaw moment.

[0105] Exemplarily, based on the target difference in yaw moment, a target steering angle of the rear wheels in the vehicle is determined, so that the yaw moment difference caused by torque transfer is offset by steering the rear wheels, thereby ensuring the driving stability of the vehicle.

[0106] Exemplarily, the total distributed torque of the rear axle motor in the vehicle is obtained, and the target steering angle of the rear wheels is determined based on the total distributed torque and the target difference. For example, the expression of the target steering angle can be expressed as follows:

[0107]

[0108] Where α represents the target steering angle, T yaw represents the target difference of the yaw moment, R represents the tire radius, T Re represents the total distributed torque of the rear axle motor, i represents the transmission ratio, K R Indicates the distance from the rear axle to the center of mass. Thus, the target steering angle of the rear wheels in the vehicle can be determined by the total distributed torque of the rear axle motor of the vehicle, the tire radius and the target difference of the yaw moment.

[0109] Exemplarily, the steering direction of the target steering angle is the same as the direction of the first wheel. For example, if the first wheel is a left wheel, that is, the left wheel is in a slipping state, the rear wheel is controlled to steer to the left at the target steering angle; if the first wheel is a right wheel, that is, the right wheel is in a slipping state, the rear wheel is controlled to steer to the right at the target steering angle.

[0110] Exemplarily, when the target steering angle is greater than a preset steering angle, the torque to be distributed is updated to obtain an updated torque to be distributed, and the updated torque to be distributed is distributed to the second wheel.

[0111] Optionally, the preset steering angle may be set to 9°, 10°, 11°, etc., which is not specifically limited here.

[0112] It can be understood that if the target steering angle is greater than the preset steering angle, the torque to be distributed is updated to obtain an updated torque to be distributed. Since the updated torque to be distributed is smaller than the torque to be distributed, the updated torque to be distributed is distributed to the second wheel, which can ensure driving safety while ensuring that the vehicle has sufficient power.

[0113] Exemplarily, if the target steering angle is greater than the preset steering angle, a preset yaw moment difference is determined based on the preset steering angle, and the updated torque to be distributed is determined based on the preset yaw moment difference. For example, the expression of the preset yaw moment difference can be expressed as follows:

[0114]

[0115] Where T represents the preset yaw moment difference, β represents the preset steering angle, and T Re represents the total distributed torque of the rear axle motor in the vehicle, i represents the transmission ratio, K R The preset yaw moment difference is determined by the preset steering angle, and the third yaw moment difference is determined by the difference between the first difference and the preset yaw moment difference, that is, the yaw moment difference after the second tire is torqued, so as to determine the second distributed torque after the second wheel is torqued by the third yaw moment difference and the first distributed torque of the first wheel.

[0116] In the above technical solution, if the target steering angle is greater than the preset steering angle, a preset yaw moment difference is determined based on the preset steering angle, and the updated torque to be distributed is determined based on the preset yaw moment difference; since the preset steering angle is used to offset the difference in yaw moment caused by the torque transfer, the corresponding preset yaw moment difference is determined by the preset steering angle, so that the updated torque to be distributed can be determined by the preset yaw moment difference, and the updated torque to be distributed is transferred to the second wheel, thereby ensuring the power of the vehicle.

[0117] Exemplarily, if the target steering angle is less than or equal to the preset steering angle, a second distributed torque is output to the second wheel, and the second distributed torque is used to represent the sum of the torque to be distributed and the current distributed torque of the second wheel; if the target steering angle is greater than the preset steering angle, a third distributed torque is output to the second wheel, and the third distributed torque is used to represent the sum of the updated torque to be distributed and the current distributed torque of the second wheel.

[0118] In the above technical solution, if the target steering angle is less than or equal to the preset steering angle, a second distributed torque is output to the second wheel, and the second distributed torque represents the sum of the torque to be distributed and the current distributed torque of the second wheel; when the target steering angle is less than or equal to the preset steering angle, the torque reduced by the first wheel can be completely transferred to the second wheel to ensure that the vehicle has sufficient power; if the target steering angle is greater than the preset steering angle, a third distributed torque is output to the second wheel, and the third distributed torque is used to represent the sum of the updated torque to be distributed and the current distributed torque of the second wheel; when the target steering angle is greater than the preset steering angle, the maximum torque that can be transferred from the torque reduced by the first wheel (the updated torque to be distributed) is transferred to the second wheel, thereby ensuring the power of the vehicle as much as possible.

[0119] S240, controlling the rear wheels based on the target steering angle.

[0120] Exemplarily, determine whether the target steering angle is greater than the preset steering angle. If the target steering angle is greater than the preset steering angle, control the rear wheels to rotate according to the preset steering angle; if the target steering angle is less than or equal to the preset steering angle, control the rear wheels to rotate according to the target steering angle.

[0121] For example, if the preset steering angle is 10° and the target steering angle is 12°, the rear wheels are controlled to rotate by 10°; if the target steering angle is 8°, the rear wheels are controlled to rotate by 8°.

[0122] Optionally, the preset steering angle may be set to 9°, 10°, 11°, etc., which is not specifically limited here.

[0123] It can be understood that the maximum steering angle that can be achieved by the rear-wheel steering motor is the preset steering angle. When the target steering angle is greater than the preset steering angle, controlling the steering of the vehicle's rear wheels at the preset steering angle can enable the rear wheels to offset the changes in the vehicle's posture caused by torque transfer as much as possible; when the target steering angle is less than or equal to the preset steering angle, controlling the steering of the vehicle's rear wheels at the target steering angle can completely offset the changes in the vehicle's posture caused by torque transfer, thereby improving the stability of the vehicle.

[0124] In the above technical solution, if the target steering angle is greater than the preset steering angle, the rear wheels are controlled to rotate according to the preset steering angle; if the target steering angle is less than or equal to the preset steering angle, the rear wheels are controlled to rotate according to the target steering angle. In this way, the changes in the vehicle posture caused by torque transfer can be offset as much as possible by controlling the steering of the rear wheels, thereby improving the stability of the vehicle.

[0125] Exemplarily, if the target steering angle is less than or equal to the preset steering angle, the sum of the torque to be distributed and the current distributed torque of the second wheel is determined as the second distributed torque, and the first distributed torque is output to the first wheel, the second distributed torque is output to the second wheel, and the rear wheel is controlled to rotate according to the target steering angle; if the target steering angle is greater than the preset steering angle, the preset yaw moment difference corresponding to the preset steering angle is determined, and based on the preset yaw moment difference, the updated torque to be distributed is determined; the sum of the updated torque to be distributed and the current distributed torque of the second wheel is determined as the third distributed torque, and the first distributed torque is output to the first wheel, the third distributed torque is output to the second wheel, and the rear wheel is controlled to rotate according to the preset steering angle. Thus, the vehicle is controlled in coordination through torque reduction transfer and rear wheel steering, and the rear wheel steering is controlled to offset the posture change caused by torque transfer, thereby ensuring the vehicle's power while ensuring the vehicle's stability.

[0126] The above technical scheme, if it is detected that the first wheel of the vehicle is in a slipping state, obtains the torque to be allocated when the torque of the first wheel is reduced; and allocates the torque to be allocated to the second wheel on the opposite side of the first wheel, determines the target difference of the yaw moment of the vehicle corresponding to the torque to be allocated, and determines the target steering angle of the rear wheels in the vehicle based on the target difference of the yaw moment; on the one hand, by allocating the torque to be allocated to the second wheel, that is, transferring the torque reduced by the first wheel to the second wheel, while ensuring that the vehicle has sufficient power, the wheel slip is reduced; on the other hand, the target steering angle of the rear wheels is determined by the target difference of the yaw moment corresponding to the torque to be allocated, so as to offset the target difference of the yaw moment generated by the torque transfer through the steering of the rear wheels, avoid the deviation of the vehicle direction, and ensure that the vehicle travels in a straight line; thereby, the vehicle is coordinated controlled by the torque reduction transfer and the steering of the rear wheels to achieve the straight-line acceleration of the vehicle; therefore, in the case of wheel slip in the vehicle, the safe and fast driving of the vehicle can be ensured.

[0127] Figure 3 It is a schematic flow chart of another vehicle control method provided in an embodiment of the present application.

[0128] For example, Figure 3 The method shown can be executed by a vehicle controller or chip in the vehicle.

[0129] For example, Figure 3 As shown, the method 300 includes the following processes:

[0130] S310: Reduce the current distributed torque of the first wheel to obtain a first distributed torque.

[0131] For example, a rear-wheel drive vehicle accelerates and drives in a straight line on a separated road with low adhesion on the left side and high adhesion on the right side. Due to the different friction coefficients of the roads on both sides, the grip of the tires on both sides will be inconsistent, and there may be a risk of wheel slippage. By monitoring the slip rate of each wheel in the vehicle in real time, when the slip rate is greater than the preset slip rate, it is determined that the first wheel (the left wheel) in the vehicle is in a slipping state, the torque of the first wheel is reduced, and the reduced torque of the first wheel is transferred to the second wheel (the right wheel) on the opposite side of the first wheel, so as to obtain a first distributed torque.

[0132] Specifically, if it is detected that the first wheel of the vehicle is in a slipping state, the friction coefficient of the first wheel at the last moment is obtained, and based on the friction coefficient, tire radius and tire load at the last moment, the first distributed torque is determined, and the first distributed torque is positively correlated with the friction coefficient.

[0133] S320: Determine a target steering angle of the rear wheels based on a target difference between the first difference in the yaw moment of the vehicle and the second difference in the yaw moment.

[0134] Exemplarily, the first difference in yaw moment represents the yaw moment difference corresponding to the current distributed torque of the first wheel and the current distributed torque of the second wheel, the second difference in yaw moment represents the yaw moment difference corresponding to the first distributed torque of the first wheel and the second distributed torque of the second wheel, and the second distributed torque represents that all the torque reduced by the first vehicle is transferred to the second wheel, that is, the difference between the current distributed torque of the first wheel and the first distributed torque is determined as the torque to be distributed, and the sum of the torque to be distributed and the current distributed torque of the second wheel is determined as the second distributed torque.

[0135] Further, a target yaw moment difference is determined based on a difference between the first yaw moment difference and the second yaw moment difference.

[0136] S330: Determine a rear wheel steering angle of the rear wheels based on the target difference in yaw moment.

[0137] Exemplarily, based on the target difference of the yaw moment, the target steering angle of the rear wheels in the vehicle is determined. Specifically, the total distributed torque of the rear axle motor in the vehicle is obtained, and based on the total distributed torque of the rear axle motor and the target difference of the yaw moment, the target steering angle of the rear wheels is determined.

[0138] Furthermore, it is determined whether the target steering angle of the rear wheels is greater than the preset steering angle of the rear wheels. If the target steering angle is greater than the preset steering angle, the preset steering angle is determined as the rear wheel steering angle; if the target steering angle is less than or equal to the preset steering angle, the target steering angle is determined as the rear wheel steering angle.

[0139] S340: Based on the rear wheel steering angle, the current distributed torque of the second wheel is increased to obtain a target distributed torque.

[0140] Exemplarily, the target allocated torque of the second wheel is determined based on the rear wheel steering angle and the preset steering angle. Specifically, if the rear wheel steering angle is equal to the preset steering angle, the torque to be allocated is updated based on the preset steering angle to obtain the updated torque to be allocated, and the sum of the updated torque to be allocated and the current allocated torque of the second wheel is determined as the target allocated torque of the second wheel; if the rear wheel steering angle is less than the preset steering angle, the sum of the torque to be allocated and the current allocated torque of the second wheel is determined as the target allocated torque of the second wheel.

[0141] S350: Output the first distributed torque to the first wheel, output the target distributed torque to the second wheel, and control the rear wheels based on the rear wheel steering angle.

[0142] Exemplarily, after determining the second distributed torque after the first wheel has reduced torque and the target distributed torque after the second wheel has increased torque, the first distributed torque is output to the first wheel, the target distributed torque is output to the second wheel, and the rear wheel is controlled to turn left based on the rear wheel steering angle. The torque of the first wheel can be transferred to the second wheel, ensuring that the vehicle has sufficient power. The changes in the vehicle's posture caused by the torque transfer are then offset by the rear wheel steering angle, thereby adjusting the vehicle's posture, ensuring both the power of the vehicle and the stability of the vehicle.

[0143] The above technical scheme, if it is detected that the first wheel of the vehicle is in a slipping state, obtains the torque to be allocated when the torque of the first wheel is reduced; and allocates the torque to be allocated to the second wheel on the opposite side of the first wheel, determines the target difference of the yaw moment of the vehicle corresponding to the torque to be allocated, and determines the target steering angle of the rear wheels in the vehicle based on the target difference of the yaw moment; on the one hand, by allocating the torque to be allocated to the second wheel, that is, transferring the torque reduced by the first wheel to the second wheel, while ensuring that the vehicle has sufficient power, the wheel slip is reduced; on the other hand, the target steering angle of the rear wheels is determined by the target difference of the yaw moment corresponding to the torque to be allocated, so as to offset the target difference of the yaw moment generated by the torque transfer through the steering of the rear wheels, avoid the deviation of the vehicle direction, and ensure that the vehicle travels in a straight line; thereby, the vehicle is coordinated controlled by the torque reduction transfer and the steering of the rear wheels to achieve the straight-line acceleration of the vehicle; therefore, in the case of wheel slip in the vehicle, the safe and fast driving of the vehicle can be ensured.

[0144] Figure 4 It is a schematic flow chart of another vehicle control method provided in an embodiment of the present application.

[0145] For example, Figure 4 The method shown can be executed by a vehicle controller or chip in the vehicle.

[0146] For example, Figure 4 As shown, the method 400 includes the following processes:

[0147] S401: If it is detected that the first wheel of the vehicle is in a slipping state, the current distributed torque of the first wheel is reduced to obtain a first distributed torque.

[0148] For example, during the driving of the vehicle, the slip rate of each wheel in the vehicle can be determined according to the driving parameters of the vehicle, and whether the corresponding wheel is slipping can be determined by the slip rate of each wheel. Specifically, the driving speed of the vehicle and the wheel speed of each wheel in the vehicle are obtained, and the slip rate of each wheel is determined according to the driving speed of the vehicle and the wheel speed of each wheel.

[0149] Further, the slip rate of each wheel is compared with a preset slip rate threshold to determine whether the slip rate of each wheel is greater than the preset slip rate threshold, and when the slip rate of the wheel is greater than the preset slip rate threshold, it is determined that the corresponding wheel is in a slipping state. If a slipping wheel is detected in the vehicle, the wheel is the first wheel, that is, the first wheel is in a slipping state.

[0150] Optionally, the preset slip rate threshold may be 28%, 30%, 32%, etc., which is not specifically limited here.

[0151] It should be noted that, when it is detected that the first wheel of the vehicle is in a slipping state, the driving force of the first wheel can be reduced by reducing the current distributed torque of the first wheel, thereby reducing the slip of the first wheel.

[0152] Exemplarily, the vehicle updates the friction coefficient of each wheel according to a preset update frequency during driving. If it is detected that the first wheel of the vehicle is in a slipping state, the friction coefficient of the first wheel at the previous moment is obtained, and based on the historical friction coefficient, static tire radius and tire load, the first distributed torque is determined. The first distributed torque is positively correlated with the friction coefficient, thereby reducing the distributed torque to the first wheel.

[0153] Optionally, the method for determining the friction coefficient of each wheel in the vehicle can refer to the method in the aforementioned disclosed embodiment, which will not be repeated here.

[0154] S402: Determine a first difference in yaw moment based on a current distributed torque of the first wheel and a current distributed torque of the second wheel.

[0155] Exemplarily, based on the current distributed torque of the first wheel and the current distributed torque of the second wheel on the opposite side of the first wheel, a first difference in the yaw moment of the vehicle before and after the torque transfer of the current distributed torque of the first wheel is determined.

[0156] Optionally, the method for determining the first difference in yaw moment may refer to the method in the aforementioned disclosed embodiment, which will not be described in detail here.

[0157] S403: Determine the difference between the current distributed torque of the first wheel and the first distributed torque as the torque to be distributed.

[0158] Exemplarily, the current distributed torque of the first wheel is T 1 , the first distributed torque of the first wheel is T 2 , then the torque to be distributed = T 1 -T 2 .

[0159] S404: Determine a second difference in yaw moment based on the torque to be distributed, the current distributed torque of the second wheel, and the first distributed torque.

[0160] Exemplarily, the sum of the torque to be distributed and the current distributed torque of the second wheel is determined as the second distributed torque of the second wheel, and the second difference of the horizontal scale torque is determined by the first distributed torque of the first wheel and the second distributed torque of the second wheel.

[0161] Optionally, the method for determining the second difference in yaw moment may refer to the method in the aforementioned disclosed embodiment, which will not be described in detail here.

[0162] S405 : determining a target yaw moment difference based on the first yaw moment difference and the second yaw moment difference.

[0163] Exemplarily, the target difference in yaw moment is the difference between a first difference in yaw moment between a current distributed torque of the first wheel and a current distributed torque of the second wheel, and a second difference in yaw moment between a first distributed torque of the first wheel and a second distributed torque of the second wheel.

[0164] S406, determining a target steering angle of the rear wheels based on the target difference.

[0165] Exemplarily, the total distributed torque of the rear axle motor in the vehicle is obtained, and based on the total distributed torque and the target difference, the target steering angle of the rear wheels is determined.

[0166] Optionally, the method for determining the target steering angle may refer to the method in the aforementioned disclosed embodiment, which will not be repeated here.

[0167] S407, determine whether the target steering angle is greater than the preset steering angle; if not, execute S408; if so, execute S409.

[0168] Exemplarily, since the preset steering angle is the maximum steering angle that the rear wheel steering motor can reach, the relationship between the target steering angle and the preset steering angle is determined to determine the rear wheel steering angle of the rear wheels, that is, the actual angle of controlling the rear wheel steering.

[0169] S408: Determine the target steering angle as the rear wheel steering angle, and determine the sum of the current distributed torque of the second wheel and the torque to be distributed as the second distributed torque.

[0170] Exemplarily, if the target steering angle is less than or equal to the preset steering angle, the target steering angle is determined as the rear wheel steering angle. For example, if the preset steering angle is 10°, if the target steering angle is 8°, then the rear wheel steering angle is 8°.

[0171] In addition, if the target steering angle is less than or equal to the preset steering angle, it indicates that the yaw moment difference caused by the torque transfer can be offset by the rear wheel steering, thereby all the torque reduced by the first wheel is increased to the second wheel. The torque reduced by the first wheel is the torque to be distributed, and the sum of the current distributed torque of the second wheel and the torque to be distributed is determined as the second distributed torque.

[0172] S409: output a first distributed torque to the first wheel, output a second distributed torque to the second wheel, and control the rear wheels based on the rear wheel steering angle.

[0173] Exemplarily, if the target steering angle is less than or equal to the preset steering angle, the sum of the torque to be distributed and the current distributed torque of the second wheel is determined as the second distributed torque, and the first distributed torque is output to the first wheel, the second distributed torque is output to the second wheel, and the rear wheels are controlled to rotate toward the first wheel according to the rear wheel steering angle.

[0174] S410: Determine the preset steering angle as the rear wheel steering angle, and update the torque to be distributed to obtain an updated torque to be distributed.

[0175] Exemplarily, if the target steering angle is greater than the preset steering angle, the preset steering angle is determined as the rear wheel steering angle. For example, if the preset steering angle is 10° and the target steering angle is 12°, the rear wheel steering angle is 10°.

[0176] Exemplarily, the torque to be distributed is updated to obtain an updated torque to be distributed. Specifically, based on a preset steering angle, a preset yaw moment difference is determined, and the difference between the first difference and the preset yaw moment difference is used to determine a third difference in yaw moment, that is, the difference in yaw moment after torque is increased for the second tire. Thus, the second distributed torque after torque is increased for the second wheel is determined by the third difference in yaw moment and the first distributed torque of the first wheel.

[0177] S411: Determine the sum of the current requested torque of the second wheel and the updated torque to be distributed as the third distributed torque.

[0178] Exemplarily, if the target steering angle is greater than the preset steering angle, it indicates that the yaw moment difference caused by the torque transfer can be offset by the rear wheel steering, so that the updated torque to be distributed is determined by the rear wheel steering angle, and the sum of the current requested torque of the second wheel and the updated torque to be distributed is determined as the third distributed torque.

[0179] S415: output the first distributed torque to the first wheel, output the third distributed torque to the second wheel, and control the rear wheels based on the rear wheel steering angle.

[0180] Exemplarily, if the target steering angle is greater than the preset steering angle, the preset yaw moment difference corresponding to the preset steering angle is determined, and based on the preset yaw moment difference, the updated torque to be distributed is determined; the sum of the updated torque to be distributed and the current distributed torque of the second wheel is determined as the third distributed torque, and the first distributed torque is output to the first wheel, the third distributed torque is output to the second wheel, and the rear wheels are controlled to rotate toward the first wheel according to the rear wheel steering angle.

[0181] The above technical scheme, if it is detected that the first wheel of the vehicle is in a slipping state, obtains the torque to be allocated when the torque of the first wheel is reduced; and allocates the torque to be allocated to the second wheel on the opposite side of the first wheel, determines the target difference of the yaw moment of the vehicle corresponding to the torque to be allocated, and determines the target steering angle of the rear wheels in the vehicle based on the target difference of the yaw moment; on the one hand, by allocating the torque to be allocated to the second wheel, that is, transferring the torque reduced by the first wheel to the second wheel, while ensuring that the vehicle has sufficient power, the wheel slip is reduced; on the other hand, the target steering angle of the rear wheels is determined by the target difference of the yaw moment corresponding to the torque to be allocated, so as to offset the target difference of the yaw moment generated by the torque transfer through the steering of the rear wheels, avoid the deviation of the vehicle direction, and ensure that the vehicle travels in a straight line; thereby, the vehicle is coordinated controlled by the torque reduction transfer and the steering of the rear wheels to achieve the straight-line acceleration of the vehicle; therefore, in the case of wheel slip in the vehicle, the safe and fast driving of the vehicle can be ensured.

[0182] It should be understood that the above examples are intended to help those skilled in the art understand the embodiments of the present application, rather than to limit the embodiments of the present application to the specific numerical values ​​or specific scenarios illustrated. Those skilled in the art can obviously make various equivalent modifications or changes based on the above examples, and such modifications or changes also fall within the scope of the embodiments of the present application.

[0183] Combination of the above Figures 1 to 4 The vehicle control method provided by the embodiment of the present application is described in detail; Figure 5 and Figure 6 The device embodiments of the present application are described in detail. It should be understood that the device in the embodiments of the present application can execute the various methods of the aforementioned embodiments of the present application, that is, the specific working processes of the following various products can refer to the corresponding processes in the aforementioned method embodiments.

[0184] Figure 5 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application.

[0185] For example, Figure 5 As shown, the vehicle control device 500 includes:

[0186] The detection module 510 is used to obtain the torque to be distributed when the first wheel is in a slipping state if it is detected that the first wheel of the vehicle is in a slipping state; and distribute the torque to be distributed to the second wheel; wherein the second wheel is used to represent the wheel on the opposite side of the first wheel;

[0187] A first determination module 520 is used to determine a target difference between the torque to be distributed and the yaw moment of the vehicle;

[0188] A second determination module 530 is used to determine a target steering angle of the rear wheels of the vehicle based on the target difference of the yaw moment;

[0189] The control module 540 is configured to control the rear wheels based on the target steering angle.

[0190] Optionally, as an embodiment, the control module 540 is specifically configured to:

[0191] determining whether the target steering angle is greater than a preset steering angle;

[0192] If the target steering angle is greater than the preset steering angle, the rear wheels are controlled to rotate according to the preset steering angle;

[0193] If the target steering angle is less than or equal to the preset steering angle, the rear wheels are controlled to rotate according to the target steering angle.

[0194] Optionally, as an embodiment, the vehicle control device includes an update module, and the update module is specifically used for:

[0195] The torque to be distributed is updated to obtain an updated torque to be distributed;

[0196] The detection module 510 is specifically used for:

[0197] The updated torque to be distributed is distributed to the second wheel.

[0198] Optionally, as an embodiment, the update module is specifically used for:

[0199] Based on the preset steering angle, determining a preset yaw moment difference corresponding to the preset steering angle;

[0200] Based on the preset yaw moment difference, an updated torque to be distributed is determined.

[0201] Optionally, as an embodiment, the update module is specifically used for:

[0202] If the target steering angle is less than or equal to the preset steering angle, a second distributed torque is output to the second wheel; wherein the second distributed torque is used to represent the sum of the torque to be distributed and the current distributed torque of the second wheel;

[0203] If the target steering angle is greater than the preset steering angle, the third distributed torque is output to the second wheel; wherein the third distributed torque is used to represent the sum of the updated torque to be distributed and the current distributed torque of the second wheel.

[0204] Optionally, as an embodiment, the detection module 510 is specifically configured to:

[0205] Get the historical friction coefficient of the first wheel;

[0206] Determine a first distributed torque of the first wheel based on a historical friction coefficient, a tire radius, and a tire load; wherein the first distributed torque is positively correlated with the friction coefficient;

[0207] The difference between the current distributed torque of the first wheel and the first distributed torque is determined as the torque to be distributed.

[0208] Optionally, as an embodiment, the first determining module 520 is specifically configured to:

[0209] Determining a first difference in yaw moment based on a current distributed torque of the first wheel and a current distributed torque of the second wheel;

[0210] Determine a second difference in yaw moment based on the first distributed torque and the second distributed torque of the second wheel; wherein the second distributed torque is used to represent the sum of the current distributed torque of the second wheel and the torque to be distributed;

[0211] The difference between the first difference and the second difference is determined as the target difference.

[0212] Optionally, as an embodiment, the vehicle control device 500 further includes an output module, and the output module is specifically used for:

[0213] A first distributed torque is output to the first wheel.

[0214] It should be noted that the vehicle control device 500 is implemented in the form of a functional unit. The term "module" here can be implemented in the form of software and / or hardware, and is not specifically limited to this.

[0215] For example, a "module" may be a software program, a hardware circuit, or a combination of the two that implements the above functions. The hardware circuit may include an application specific integrated circuit (ASIC), an electronic circuit, a processor (such as a shared processor, a dedicated processor, or a group processor, etc.) and a memory for executing one or more software or firmware programs, a combined logic circuit, and / or other suitable components that support the described functions.

[0216] Therefore, the units of each example described in the embodiments of the present application can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present application.

[0217] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0218] For example, the vehicle 600 and Figure 1 The vehicle 100 in FIG. 1 represents the same vehicle.

[0219] For example, Figure 6 As shown, the vehicle 600 includes: a memory 610 and a processor 620, wherein the memory 610 stores an executable program code 630, and the processor 620 is used to call and execute the executable program code 630 to perform a vehicle control method.

[0220] Exemplarily, the memory 610 can be used to store relevant programs of the vehicle control method provided in the embodiment of the present application; the processor 620 can call the relevant programs of the vehicle control method stored in the memory 610 to execute the vehicle control method of the embodiment of the present application; for example, if it is detected that the first wheel of the vehicle is in a slipping state, the torque to be allocated when the torque of the first wheel is reduced is obtained; and the torque to be allocated is allocated to the second wheel; wherein the second wheel is used to represent the wheel on the opposite side of the first wheel; determine the target difference in the yaw moment of the vehicle corresponding to the torque to be allocated; based on the target difference in the yaw moment, determine the target steering angle of the rear wheels in the vehicle; and control the rear wheels based on the target steering angle.

[0221] 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.

[0222] In the case of dividing each functional module according to each function, the device may also include a detection module, a first determination module, a second determination module, 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.

[0223] It should be understood that the device provided in this embodiment is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0224] 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 related program codes, etc.

[0225] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of 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.

[0226] In addition, the device provided in the embodiments of the present application may specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0227] The present application also provides a computer-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 vehicle control method provided by the above-mentioned embodiment. Among them, computer-readable storage media may include but are not limited to any type of disk, including floppy disks, optical disks, digital versatile disks (DVD), compact disc read-only memory (CD-ROM), microdrives and magneto-optical disks, read-only memory (ROM), random access memory (RAM), erasable programmable read-only memory (EPROM), electrically erasable programmable read only memory (EEPROM), dynamic random access memory (DRAM), video random access memory (VRAM), flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0228] The present application also 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 vehicle control method provided by the above-mentioned embodiment.

[0229] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0230] 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.

[0231] 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.

[0232] 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 vehicle control method, characterized in that: The method comprises: If it is detected that the first wheel of the vehicle is in a slipping state, obtaining the torque to be distributed when the first wheel reduces torque; and distributing the torque to be distributed to the second wheel; wherein the second wheel is used to represent the wheel on the opposite side of the first wheel; determining a target difference between the torque to be distributed and the yaw moment of the vehicle; determining a target steering angle of rear wheels in the vehicle based on the target difference in yaw moment; The rear wheels are controlled based on the target steering angle.

2. The method according to claim 1, characterized in that The controlling the rear wheels based on the target steering angle comprises: Determining whether the target steering angle is greater than a preset steering angle; If the target steering angle is greater than the preset steering angle, controlling the rear wheels to rotate according to the preset steering angle; If the target steering angle is less than or equal to the preset steering angle, the rear wheels are controlled to rotate according to the target steering angle.

3. The method according to claim 1, characterized in that If the target steering angle is greater than a preset steering angle, the method further includes: Updating the torque to be distributed to obtain an updated torque to be distributed; The step of distributing the torque to be distributed to the second wheel includes: The updated torque to be distributed is distributed to the second wheel.

4. The method according to claim 3, characterized in that: The updating of the torque to be distributed to obtain an updated torque to be distributed includes: Based on the preset steering angle, determining a preset yaw moment difference corresponding to the preset steering angle; The updated torque to be distributed is determined based on the preset yaw moment difference.

5. The method according to claim 3 or 4, characterized in that: The method further comprises: If the target steering angle is less than or equal to the preset steering angle, a second distributed torque is output to the second wheel; wherein the second distributed torque is used to represent the sum of the torque to be distributed and the current distributed torque of the second wheel; If the target steering angle is greater than the preset steering angle, a third distributed torque is output to the second wheel; wherein the third distributed torque is used to represent the sum of the updated torque to be distributed and the current distributed torque of the second wheel.

6. The method according to claim 1, characterized in that The obtaining of the torque to be distributed when the first wheel torque is reduced includes: Obtaining a historical friction coefficient of the first wheel; Determining a first distributed torque of the first wheel based on the historical friction coefficient, the tire radius and the tire load; wherein the first distributed torque is positively correlated with the friction coefficient; The difference between the current distributed torque of the first wheel and the first distributed torque is determined as the torque to be distributed.

7. The method according to claim 6, characterized in that The determining a target difference between the torque to be distributed and the yaw moment of the vehicle includes: determining a first difference of the yaw moment based on a current distributed torque of the first wheel and a current distributed torque of the second wheel; Determining a second difference of the yaw moment based on the first distributed torque and a second distributed torque of the second wheel; wherein the second distributed torque is used to represent the sum of the current distributed torque of the second wheel and the torque to be distributed; The difference between the first difference and the second difference is determined as the target difference.

8. The method according to claim 6 or 7, characterized in that: The method further comprises: The first distributed torque is output to the first wheel.

9. A vehicle control device, characterized in that: The device comprises: a detection module, configured to obtain the torque to be distributed when the first wheel reduces torque if it is detected that the first wheel of the vehicle is in a slipping state; and distribute the torque to be distributed to the second wheel; wherein the second wheel is used to represent the wheel on the opposite side of the first wheel; A first determination module, configured to determine a target difference between the torque to be distributed and the yaw moment of the vehicle; a second determination module, configured to determine a target steering angle of a rear wheel in the vehicle based on the target difference in yaw moment; A control module is used to control the rear wheels based on the target steering angle.

10. 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 vehicle control method as described in any one of claims 1 to 8.

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