Vehicle control method and device, vehicle, storage medium and program product

Abstract

The invention relates to a vehicle control method and device, a vehicle, a storage medium and a program product, and relates to the technical field of vehicles. The vehicle control method comprises the steps that in response to the fact that the vehicle has a curve auxiliary requirement, target information is determined, and the target information comprises steering information used for representing the steering state of the vehicle; determining a target braking torque according to the target information; and according to the target braking torque, target wheels, close to the inner side of the curve, of the vehicle are controlled. According to the vehicle control method, the vehicle can generate the yawing torque, the yawing torque can correct the insufficient steering condition of the vehicle, the vehicle body can be straightened as soon as possible, and the bending effect of the vehicle is improved.

Description

Technical Field

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

[0002] With the development of vehicle technology, SUV (sport / suburban utility vehicle) and sports sedans have also developed. SUV and sports sedans have characteristics such as large vehicle torque and fast acceleration. Therefore, more and more users use SUV and sports sedans for racing. In racing scenes, the track is usually equipped with many curves, and the vehicle's cornering effect will affect the track lap time. Summary of the invention

[0003] To overcome the problems existing in the related art, the present disclosure provides a vehicle control method, device, vehicle, storage medium and program product.

[0004] According to a first aspect of an embodiment of the present disclosure, a vehicle control method is provided, comprising: in response to detecting that the vehicle has a curve assist requirement, determining target information, the target information comprising steering information for characterizing a steering state of the vehicle; determining a target braking torque based on the target information; and controlling a target wheel of the vehicle close to the inside of a curve based on the target braking torque.

[0005] Optionally, the target information also includes an upper limit and a lower limit of the braking torque corresponding to the target wheel, and determining the target braking torque based on the target information includes: determining a required braking torque corresponding to the target wheel based on the steering information; and determining the target braking torque based on the required braking torque, the upper limit and the lower limit of the braking torque.

[0006] Optionally, determining the required braking torque corresponding to the target wheel based on the steering information includes: obtaining a preset corresponding relationship, wherein the preset corresponding relationship is used to characterize the corresponding relationship between the steering information and the required braking torque; determining the required braking torque corresponding to the target wheel based on the steering information and the preset corresponding relationship.

[0007] Optionally, determining the target braking torque based on the required braking torque, the braking torque upper limit and the braking torque lower limit includes: if the required braking torque is between the braking torque upper limit and the braking torque lower limit, determining the required braking torque as the target braking torque; if the required braking torque is not between the braking torque upper limit and the braking torque lower limit, determining the braking torque upper limit or the braking torque lower limit as the target braking torque.

[0008] Optionally, determining the upper limit of the braking torque corresponding to the target wheel includes: determining an actual torque of a motor of an axle where the target wheel is located; and determining half of the actual torque of the motor as the upper limit of the braking torque corresponding to the target wheel.

[0009] Optionally, determining the lower limit of the braking torque corresponding to the target wheel includes: determining the actual torque of the motor of the axle where the target wheel is located; determining the adhesion torque corresponding to the target wheel; and determining the difference between half of the actual torque of the motor and the adhesion torque as the lower limit of the braking torque corresponding to the target wheel.

[0010] Optionally, determining the adhesion torque corresponding to the target wheel includes: determining a road adhesion coefficient corresponding to the target wheel; determining a vertical load corresponding to the target wheel; determining a rolling radius of the target wheel; and determining the adhesion torque corresponding to the target wheel based on the road adhesion coefficient, the vertical load and the rolling radius.

[0011] Optionally, determining the road adhesion coefficient corresponding to the target wheel includes: determining the road utilization adhesion coefficient corresponding to the target wheel; determining the speed difference between the axle speed of the axle where the target wheel is located and the longitudinal speed of the vehicle; obtaining a preset road adhesion coefficient; and determining the road adhesion coefficient corresponding to the target wheel based on the road utilization adhesion coefficient, the speed difference and the preset road adhesion coefficient.

[0012] Optionally, the road adhesion coefficient corresponding to the target wheel is determined based on the road adhesion coefficient, the speed difference and the preset road adhesion coefficient threshold, including: if the speed difference is greater than the preset speed difference, the minimum value between the road adhesion coefficient and the preset road adhesion coefficient is determined as the road adhesion coefficient; if the speed difference is less than or equal to the preset speed difference, the preset road adhesion coefficient is determined as the road adhesion coefficient.

[0013] Optionally, determining the vertical load corresponding to the target wheel includes: acquiring vehicle driving information and target vehicle parameters, the target vehicle parameters including vehicle parameters related to the vertical load corresponding to the target wheel; determining the vertical load corresponding to the target wheel based on the vehicle driving information and the target vehicle parameters.

[0014] Optionally, the vehicle driving information includes: the longitudinal acceleration and lateral acceleration of the vehicle; the target vehicle parameters include: the vehicle mass, the target distance, the wheelbase of the vehicle, the track of the vehicle, the center of mass height of the vehicle and the gravity acceleration of the vehicle, and the target distance is the distance between the axle outside the axle where the target wheel is located and the center of mass of the vehicle.

[0015] Optionally, in response to detecting that the vehicle has a curve assist requirement, determining the target information includes: obtaining a driver demand torque and steering information for characterizing a steering state of the vehicle; and in response to detecting that the driver demand torque and the steering information satisfy a first preset condition, determining the target information.

[0016] Optionally, the steering information includes: the lateral acceleration of the vehicle, the steering wheel angle of the vehicle and the longitudinal speed of the vehicle. The target information is determined in response to detecting that the driver's required torque and the steering information satisfy a first preset condition, including: determining the target information in response to detecting that the driver's required torque is greater than a preset torque, the lateral acceleration is greater than a preset acceleration, the steering wheel angle is greater than a preset angle, the longitudinal speed is greater than a preset speed, and the steering direction of the steering wheel angle is consistent with the direction of the lateral acceleration.

[0017] Optionally, the vehicle control method further includes: in response to detecting that the driver demand torque and the steering information satisfy a second preset condition, controlling the vehicle according to the driver demand torque.

[0018] Optionally, the steering information includes: lateral acceleration of the vehicle, steering wheel angle of the vehicle and longitudinal speed of the vehicle, and in response to detecting that the driver demand torque and the steering information satisfy a second preset condition, controlling the vehicle according to the driver demand torque, including: in response to detecting that the driver demand torque is less than the preset torque, or the steering wheel angle is less than or equal to a preset angle, or the direction of the steering wheel angle is inconsistent with the direction of the lateral acceleration, controlling the vehicle according to the driver demand torque.

[0019] Optionally, determining the target information in response to detecting that the vehicle has a curve assist requirement includes: determining the target information in response to detecting that a user triggers a curve assist request.

[0020] Optionally, the vehicle control method also includes: obtaining a preset torque slope limit, the preset torque slope limit includes a rising slope limit and a falling slope limit, the rising slope limit is used to limit the rising rate of change of the torque of the target wheel, and the falling slope limit is used to limit the falling rate of change of the torque of the target wheel; controlling the target wheel of the vehicle close to the inner side of the curve according to the target braking torque includes: controlling the target wheel according to the target braking torque and the preset torque slope limit.

[0021] According to a second aspect of an embodiment of the present disclosure, a vehicle control device is provided, comprising: a determination module, configured to determine target information in response to detecting that the vehicle has a curve assist requirement, the target information including steering information for characterizing the steering state of the vehicle; the determination module, further configured to determine a target braking torque based on the target information; and a control module, configured to control a target wheel of the vehicle close to the inner side of a curve based on the target braking torque.

[0022] According to a third aspect of an embodiment of the present disclosure, a vehicle is provided, comprising: a processor; and a memory for storing processor executable instructions; wherein the processor is configured to: implement the vehicle control method described in the first aspect of the present disclosure by executing the executable instructions.

[0023] According to a fourth aspect of an embodiment of the present disclosure, a computer-readable storage medium is provided, on which computer program instructions are stored. When the program instructions are executed by a processor, the vehicle control method described in the first aspect of the present disclosure is implemented.

[0024] According to a fifth aspect of an embodiment of the present disclosure, a computer program product is provided, comprising a computer program, which, when executed by a processor, implements the vehicle control method described in the first aspect of the present disclosure.

[0025] The technical solution provided by the embodiments of the present disclosure may include the following beneficial effects: when it is detected that the vehicle has a need for cornering assistance, the target braking torque is determined according to the target information including the steering information used to characterize the steering state of the vehicle, and then the target wheel of the vehicle close to the inside of the curve is controlled according to the target braking torque, so that the target wheel close to the inside of the curve and the wheel far from the inside of the curve have a torque difference, that is, the coaxial wheels of the vehicle have a torque difference. In the case where the coaxial wheels of the vehicle have a torque difference, the vehicle will generate a yaw torque, which can correct the understeering of the vehicle, so that the vehicle can straighten the body as soon as possible, and improve the vehicle's cornering effect. Therefore, in the track scene, the vehicle's cornering effect can be improved, thereby improving the vehicle's track lap time.

[0026] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0028] Figure 1 The present invention is a flow chart of a vehicle control method according to an exemplary embodiment.

[0029] Figure 2 It is a schematic diagram of an application scenario according to an exemplary embodiment.

[0030] Figure 3 The diagram is a schematic diagram of a vehicle control software architecture according to an exemplary embodiment.

[0031] Figure 4 The present invention is a flowchart of a vehicle control application according to an exemplary embodiment.

[0032] Figure 5 The present invention is a block diagram of a vehicle control device according to an exemplary embodiment.

[0033] Figure 6 is a block diagram of a vehicle according to an exemplary embodiment. DETAILED DESCRIPTION

[0034] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present disclosure. Instead, they are merely examples of devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0035] It should be noted that all actions of acquiring signals, information or data in the present disclosure are carried out in compliance with the relevant data protection laws and policies of the country where the device is located and with the authorization given by the owner of the corresponding device.

[0036] With the development of vehicle technology, SUV (sport / suburban utility vehicle) and sports sedans have also developed. SUV and sports sedans have the characteristics of large vehicle torque and fast acceleration, so more and more users use SUV and sports sedans for racing.

[0037] For these users, driving the vehicle on the track is a way to show off their driving skills. In racing scenes, the track is usually equipped with many bends, and the vehicle's cornering effect will affect the track lap time.

[0038] For example, in a sports car or SUV equipped with a four-wheel drive system, when the driver drives at high throttle or full throttle out of a turn on a track, the torque of the front and rear axles basically reaches the maximum value, and it is difficult to improve the steering characteristics of the vehicle by changing the front and rear torque distribution, resulting in understeer of the vehicle, making it difficult for the vehicle to straighten the body as quickly as possible when exiting a turn, affecting the turn exit effect, and thus reducing the track lap time.

[0039] In the related technology, when the vehicle is exiting a curve, the exit control is completely controlled by the driver. If the driver's skills are poor, it will not only affect the exit effect and reduce the track lap time, but may also cause safety problems.

[0040] Based on this, an embodiment of the present disclosure provides a technical solution, which, when it is detected that the vehicle has a need for cornering assistance, determines a target braking torque based on target information including steering information for characterizing the steering state of the vehicle, and then controls the target wheel of the vehicle close to the inside of the curve based on the target braking torque, so that a torque difference is generated between the target wheel close to the inside of the curve and the wheel far from the inside of the curve, that is, a torque difference is generated on the coaxial wheels of the vehicle.

[0041] When a torque difference occurs between the coaxial wheels of a vehicle, the vehicle will generate a yaw torque, which can correct the understeer of the vehicle, straighten the vehicle as quickly as possible, and improve the vehicle's cornering performance.

[0042] Therefore, in the track scene, the vehicle's cornering effect can be improved, thereby improving the vehicle's track lap time.

[0043] Figure 1 is a flow chart of a vehicle control method according to an exemplary embodiment. Figure 1 As shown, the vehicle control method is used in a vehicle and includes the following steps.

[0044] Step S11, in response to detecting that the vehicle has a curve assist requirement, determining target information, wherein the target information includes steering information for representing a steering state of the vehicle.

[0045] Step S12, determining the target braking torque according to the target information.

[0046] Step S13, controlling the target wheel of the vehicle close to the inner side of the curve according to the target braking torque.

[0047] In some embodiments, the wheel of the vehicle close to the inner side of the curve may also be referred to as the inner wheel of the vehicle. The inner side of the curve is the position that the vehicle needs to get as close as possible when turning. By getting as close as possible to the inner side of the curve, the vehicle can be guaranteed to pass the curve safely and efficiently.

[0048] Therefore, for the vehicle, the wheels close to the inner side of the curve can be braked.

[0049] Figure 2 is a schematic diagram of an application scenario according to an exemplary embodiment. Figure 2 In the figure, the vehicle includes two axles, and each axle includes two wheels, namely wheel A, wheel B, wheel C and wheel D. Figure 2 In the figure, the inner side of the curve is also shown. It can be seen that wheel A and wheel B are closer to the inner side of the curve, so braking control can be performed on wheel A and / or wheel B to generate a torque difference between wheel A and wheel C, and / or a torque difference between wheel B and wheel D. In some embodiments, detecting that the vehicle has a curve assist requirement can also be understood as detecting that the vehicle has activated a curve assist function.

[0050] In some embodiments, the vehicle may actively or passively activate the curve assist function. Therefore, there may be multiple implementations for detecting whether the vehicle has a curve assist requirement.

[0051] As a first optional implementation, step S11 includes: in response to detecting that a user triggers a curve assistance request, determining target information.

[0052] In this embodiment, the user triggering the curve assist request can also be understood as the driver requesting the vehicle to activate the curve assist function.

[0053] In some embodiments, the vehicle may be equipped with a car voice assistant, and the driver may trigger a curve assistance request through a voice command. For example, the voice command may be "XX, I need curve assistance", and "XX" may be the name of the car voice assistant.

[0054] In some embodiments, when a user-triggered cornering assistance request is received, the cornering assistance may be directly started, or further detection may be performed to determine whether the vehicle meets the cornering assistance conditions. If so, the cornering assistance process may be executed. If not, the driver may be informed that the enabling conditions are not met. When informing the driver that the enabling conditions are not met, feedback may be provided through the vehicle voice assistant, or a prompt message may be displayed on the vehicle display screen, etc., which are not limited here.

[0055] In some embodiments, detecting whether the vehicle meets the curve assist condition may be the same as the implementation method of the vehicle passively triggering the curve assist function, and reference may be made to the introduction of subsequent embodiments.

[0056] As a second optional implementation, step S11 includes: acquiring a driver's required torque and steering information characterizing a steering state of the vehicle; and determining target information in response to detecting that the driver's required torque and the steering information satisfy a first preset condition.

[0057] In this implementation, the driver's required torque and steering information are obtained, and conditional judgment is performed. When corresponding conditions are met, it can be determined that the vehicle has a cornering assistance requirement.

[0058] That is, when it is detected that the driver's required torque and steering information meet the first preset condition, it is determined that the vehicle has a curve assist requirement, or it is determined that the curve assist function needs to be turned on.

[0059] In some embodiments, the driver's demand torque can be determined by the throttle opening and the driving mode. For example, the driver expresses the demand for torque by increasing the throttle. The demand torque expressed by the driver by increasing the throttle at the current vehicle speed can be calculated by looking up the throttle opening and the vehicle speed and other information through table or interpolation.

[0060] For example, different driving modes may correspond to different required torques. The required torque may be determined according to the driving mode currently adopted by the driver.

[0061] In some embodiments, the steering information representing the steering state of the vehicle may include: lateral acceleration, steering wheel angle, and longitudinal vehicle speed.

[0062] In some embodiments, the vehicle includes various sensor modules that can detect relevant information of the vehicle. Therefore, the lateral acceleration and the longitudinal vehicle speed can be detected by these sensor modules.

[0063] For example, the longitudinal acceleration of the vehicle, the lateral acceleration of the vehicle, and the wheel speed of the vehicle may be detected by an inertial sensor or the like; and the longitudinal speed of the vehicle may be detected by a GPS (Global Positioning System).

[0064] In some embodiments, longitudinal acceleration and lateral acceleration are two components of vehicle acceleration, which respectively represent the acceleration along the vehicle's forward direction and perpendicular to the forward direction during the vehicle's driving process. They act together on the vehicle to affect the vehicle's dynamic behavior and load distribution.

[0065] In some embodiments, the longitudinal vehicle speed is one of the components of the vehicle speed, indicating the vehicle speed along the vehicle's forward direction.

[0066] The steering wheel angle is a kind of driving status information of the vehicle and can be directly obtained.

[0067] It can be understood that lateral acceleration, steering wheel angle and longitudinal vehicle speed can characterize the steering state of the vehicle. For example, the steering and steering amplitude of the steering wheel angle characterize the steering and steering amplitude of the vehicle; the lateral acceleration characterizes the steering acceleration of the vehicle, and the longitudinal vehicle speed characterizes the steering speed of the vehicle.

[0068] In some embodiments, based on lateral acceleration, steering wheel angle and longitudinal vehicle speed, in response to detecting that the driver's required torque and steering information meet a first preset condition, determining target information may include: determining target information in response to detecting that the driver's required torque is greater than the preset torque, the lateral acceleration is greater than the preset acceleration, the steering wheel angle is greater than the preset angle, the longitudinal vehicle speed is greater than the preset speed, and the steering direction of the steering wheel angle is consistent with the direction of the lateral acceleration.

[0069] In this embodiment, the driver's required torque is greater than the preset torque, the lateral acceleration is greater than the preset acceleration, the steering wheel angle is greater than the preset angle, the longitudinal vehicle speed is greater than the preset vehicle speed, and the direction of the steering wheel angle is consistent with the direction of the lateral acceleration, which can be regarded as the first preset condition.

[0070] In some embodiments, the direction of the vehicle sensor satisfies the right-hand rule, that is, the direction of the steering wheel angle and the lateral acceleration satisfies the left negative and right positive principle. Therefore, if the vehicle turns right, the steering wheel angle is positive and the lateral acceleration is positive; if the vehicle turns left, the steering wheel angle is positive and the lateral acceleration is positive. Therefore, the steering wheel angle and the lateral acceleration have positive and negative values, and when compared with the corresponding preset values, the absolute values ​​can be taken for comparison.

[0071] Furthermore, the positive or negative value of the steering wheel angle can represent the direction of the steering wheel angle. The positive or negative value of the lateral acceleration can represent the direction of the lateral acceleration. Therefore, the positive or negative value of the steering wheel angle and the positive or negative value of the lateral acceleration can be used to compare whether the direction of the steering wheel angle is consistent with the direction of the lateral acceleration.

[0072] In some embodiments, the value of the preset torque may be 0, or a value close to 0. The values ​​of the preset acceleration, the preset turning angle, and the preset vehicle speed may be calibrated through actual vehicle testing or other methods. For example, the preset acceleration may be 2 m / s 2 , the preset steering wheel angle may be 30°, and the preset vehicle speed may be 10kph.

[0073] For example, when the following five conditions are met at the same time, it can be determined that the vehicle has a cornering assist demand (the vehicle turns on the cornering assist function): 1. The driver's required torque is greater than 0; 2. The lateral acceleration |ay| is greater than 2m / s 2 ; 3. Steering wheel angle |SteeringAngle|>30°; 4. The direction of lateral acceleration is the same as the direction of the steering wheel angle; 5. Longitudinal vehicle speed>10kph.

[0074] In some embodiments, the vehicle control method may further include: in response to detecting that the driver demand torque and the steering information satisfy a second preset condition, controlling the vehicle according to the driver demand torque.

[0075] In this embodiment, detecting that the driver's required torque and steering information meet the second preset condition can be understood as detecting that the vehicle has no cornering assist requirement or that the cornering assist function does not need to be activated.

[0076] Therefore, in this case, the vehicle can be controlled directly according to the torque required by the driver, that is, the vehicle can adopt a conventional control strategy at this time.

[0077] In some embodiments, in response to detecting that the driver demand torque and steering information satisfy a second preset condition, the vehicle is controlled based on the driver demand torque, including: in response to detecting that the driver demand torque is less than a preset torque, or the steering wheel angle is less than or equal to a preset angle, or the steering direction of the steering wheel angle is inconsistent with the direction of lateral acceleration, the vehicle is controlled based on the driver demand torque.

[0078] In this embodiment, the driver's required torque is less than the preset torque, or the steering wheel angle is less than or equal to the preset angle, or the direction of the steering wheel angle is inconsistent with the direction of the lateral acceleration, which can be regarded as the second preset condition.

[0079] In some embodiments, the direction of the steering wheel angle is inconsistent with the direction of the lateral acceleration, for example, the direction of the steering wheel angle and the direction of the lateral acceleration are in opposite directions.

[0080] In some embodiments, the real-time steering wheel angle may be less than or equal to the preset angle, or the steering wheel angle may be less than or equal to the preset angle for a period of time, that is, the steering wheel angle is less than or equal to the preset angle for a period of time.

[0081] The specific value of a period of time can be calibrated through actual vehicle testing or other methods, and the specific value is not limited here, for example, it can be one minute, two minutes, etc. Accordingly, the steering wheel angles corresponding to multiple moments in a period of time can be obtained, and if the steering wheel angles corresponding to the multiple moments are all less than or equal to the preset angle, then it is determined that the steering wheel angles are all less than or equal to the preset angle within the period of time.

[0082] For example, when the following three conditions are met at the same time, it can be determined that the vehicle does not have a cornering assist demand (the vehicle does not turn on the cornering assist function): 1. The driver's required torque is less than 0; 2. The steering wheel angle |SteeringAngle|≤30° and lasts for a period of time; 3. The steering direction of the steering wheel angle and the lateral acceleration are in opposite directions.

[0083] It is understood that the above-mentioned various conditions are only used as an example, and in actual applications, the first preset condition and the second preset condition can be adjusted accordingly according to the actual conditions of different application scenarios. For example, the preset torque and the preset rotation angle can be changed.

[0084] By combining the driver's required torque and the steering information characterizing the steering state to determine whether the vehicle has a cornering assistance requirement, the above-mentioned implementation method not only takes into account the driver's required driving conditions, but also the actual steering conditions of the vehicle, so that the vehicle's cornering assistance function matches the driver's needs and the vehicle's steering conditions, thereby improving the reliability and stability of the vehicle's cornering assistance function.

[0085] Regarding the implementation of the steering information, reference may be made to the aforementioned embodiment. The steering information may be used not only to determine whether the vehicle has a curve assist requirement, but also to determine a target braking torque.

[0086] In step S12, the target braking torque is determined according to the target information.

[0087] In some embodiments, if the amplitude limitation of the braking torque is not considered, the required braking torque corresponding to the target wheel can be directly determined according to the steering information, and the required braking torque can be determined as the target braking torque.

[0088] In some embodiments, if the amplitude limitation of the braking torque is considered, the target information may also include an upper limit and a lower limit of the braking torque corresponding to the target wheel.

[0089] Therefore, as an optional implementation, step S12 includes: determining the required braking torque corresponding to the target wheel according to the steering information; and determining the target braking torque according to the required braking torque, the braking torque upper limit and the braking torque lower limit.

[0090] In this embodiment, the steering information is used to determine the required braking torque, so that a more reasonable and scientific target braking torque can be determined in combination with the required braking torque, the upper limit of the braking torque and the lower limit of the braking torque.

[0091] In some embodiments, determining the required braking torque corresponding to the target wheel based on the steering information includes: obtaining a preset correspondence relationship, the preset correspondence relationship is used to characterize the correspondence between the steering information and the required braking torque; determining the required braking torque corresponding to the target wheel based on the steering information and the preset correspondence relationship.

[0092] In some embodiments, the preset corresponding relationship may be a pre-configured relationship table, in which different steering information is configured, and different steering information corresponds to different required braking torques. The corresponding required braking torque can be determined by searching the relationship table through the current steering information.

[0093] For example, when the steering information includes: lateral acceleration, steering wheel angle and longitudinal vehicle speed, the relationship table may include: (a1, s1, v1, T1) ~ (an, sn, vn, Tn), where a1 ~ an represents different lateral acceleration values ​​or lateral acceleration ranges, s1 ~ sn represents different steering wheel angles or steering wheel angle ranges, v1 ~ vn represents different longitudinal vehicle speed values ​​or longitudinal vehicle speed ranges, and T1 ~ Tn represents different required braking torques. The corresponding required braking torque can be determined by searching in the relationship table based on the current lateral acceleration, steering wheel angle and longitudinal vehicle speed.

[0094] The relationship table can be configured through actual vehicle testing or other methods, and in the relationship table, as the longitudinal vehicle speed increases, the required braking torque decreases; as the lateral acceleration increases, the required braking torque increases; as the steering wheel angle increases, the required braking torque increases. That is, the longitudinal vehicle speed is inversely proportional to the required braking torque, the lateral acceleration is proportional to the required braking torque, and the steering wheel angle is proportional to the required braking torque.

[0095] In some embodiments, the preset corresponding relationship may also be a preconfigured functional relationship. For example, in the preconfigured functional relationship, the required braking torque, lateral acceleration, steering wheel angle, and longitudinal vehicle speed are all variables. When the lateral acceleration, steering wheel angle, and longitudinal vehicle speed are known, the required braking torque can be obtained. In addition, in the functional relationship, the longitudinal vehicle speed is inversely proportional to the required braking torque, the lateral acceleration is proportional to the required braking torque, and the steering wheel angle is proportional to the required braking torque.

[0096] The functional relationship may be configured through actual vehicle testing or simulation testing, so as to determine the corresponding required braking torque according to the steering information.

[0097] According to the preset corresponding relationship, the determined required braking torque may satisfy the torque amplitude limit or may not satisfy the torque amplitude limit. Therefore, the target braking torque may be determined by further combining the torque amplitude limit and the required braking torque.

[0098] It is understandable that in different application scenarios, different methods for determining the upper and lower limits of the braking torque may be used according to different requirements. For example, in some scenarios, if the flexibility requirements for the upper and lower limits of the braking torque are low, the upper and lower limits of the braking torque may be pre-configured according to the braking capacity of the brake.

[0099] In other scenarios, if the flexibility requirements for the upper and lower limits of the braking torque are high, the actual target wheel situation can be matched. Therefore, the braking torque amplitude limit can be analyzed from the perspective of the target wheel to determine the upper and lower limits of the braking torque corresponding to the target wheel, so as to make the control of the target wheel more reliable and stable.

[0100] Furthermore, in the embodiments of the present disclosure, corresponding implementation methods may be adopted to determine a more reasonable, scientific upper limit and a lower limit of the braking torque that conform to the target wheel torque conditions.

[0101] In some embodiments, determining the upper limit of the braking torque corresponding to the target wheel may include: determining the actual torque of the motor of the axle where the target wheel is located; and determining half of the actual torque of the motor as the upper limit of the braking torque corresponding to the target wheel.

[0102] In some embodiments, the actual torque of the motor of the axle where the target wheel is located can be determined based on relevant operating information such as the rotational speed of the corresponding motor. This can be determined by referring to mature technologies in the field and will not be described in detail here.

[0103] In some embodiments, determining the lower limit of the braking torque corresponding to the target wheel may include: determining the actual torque of the motor of the axle where the target wheel is located; determining the adhesion torque corresponding to the target wheel; and determining the difference between half of the actual torque of the motor and the adhesion torque as the lower limit of the braking torque corresponding to the target wheel.

[0104] As an example, assume that the target braking torque is given by M t Indicates that the actual torque of the motor is expressed by T e It means that the adhesion torque is expressed by M x Indicates that the upper limit of the braking torque M tmax =T e / 2, braking torque lower limit M tmin =T e / 2-M x .

[0105] As an optional implementation, determining the adhesion torque corresponding to the target wheel includes: determining a road adhesion coefficient corresponding to the target wheel; determining a vertical load corresponding to the target wheel; determining a rolling radius of the target wheel; and determining the adhesion torque corresponding to the target wheel based on the road adhesion coefficient, the vertical load and the rolling radius.

[0106] The road adhesion coefficient can represent the static friction coefficient between the target wheel and the road surface. The larger the coefficient, the greater the available road adhesion, and accordingly, the greater the achievable braking torque. Therefore, the influence of the road adhesion coefficient can be considered when determining the upper limit of the braking torque.

[0107] As an optional implementation, determining the road adhesion coefficient corresponding to the target wheel includes: determining the road utilization adhesion coefficient corresponding to the target wheel; determining the speed difference between the axle speed of the axle where the target wheel is located and the longitudinal speed of the vehicle; obtaining a preset road adhesion coefficient; and determining the road adhesion coefficient corresponding to the target wheel based on the road utilization adhesion coefficient, the speed difference and the preset road adhesion coefficient.

[0108] In some embodiments, longitudinal acceleration, lateral acceleration, and g-force acceleration may be used to determine the road surface utilization adhesion coefficient.

[0109] In the embodiment of the present disclosure, the meaning represented by the road surface utilization adhesion coefficient is the same as the meaning represented by the road surface adhesion coefficient.

[0110] In some embodiments, the relationship between the road surface utilization adhesion coefficient, longitudinal acceleration, lateral acceleration and gravity acceleration can be expressed as: MueUsed = , where a x represents the longitudinal acceleration, a y represents the lateral acceleration, Represents the acceleration due to gravity, and MueUsed represents the road surface utilization adhesion coefficient.

[0111] Among them, regarding the gravitational acceleration, the general value of gravitational acceleration can be adopted.

[0112] The axle speed of the axle where the target wheel is located can be determined according to the wheel speeds of the two wheels of the axle, for example, the average value of the wheel speeds of the two wheels.

[0113] The longitudinal speed of the vehicle can be obtained by referring to the implementation of the aforementioned embodiment, and will not be repeated here.

[0114] For example, the shaft speed can be expressed as: , where V rl Represents the wheel speed of a wheel on the axle, V rrrepresents the wheel speed of the other wheel on the axle. Accordingly, the speed difference (absolute value) between the axle speed and the longitudinal vehicle speed can be expressed as: | -V x |, where V x Represents the longitudinal vehicle speed.

[0115] The preset road adhesion coefficient may be a maximum road adhesion coefficient calibrated in advance in a corresponding manner.

[0116] Furthermore, the road adhesion coefficient corresponding to the target wheel can be determined by combining the road adhesion coefficient, the speed difference and the preset road adhesion coefficient.

[0117] In some embodiments, determining the road adhesion coefficient corresponding to the target wheel based on the road surface utilization adhesion coefficient, the speed difference and the preset road surface adhesion coefficient threshold may include: if the speed difference is greater than the preset speed difference, determining the minimum value between the road surface utilization adhesion coefficient and the preset road surface adhesion coefficient as the road surface adhesion coefficient; if the speed difference is less than or equal to the preset speed difference, determining the preset road surface adhesion coefficient as the road surface adhesion coefficient.

[0118] In this embodiment, the preset speed difference may be a pre-calibrated threshold value, and the speed difference is compared with the preset speed difference. Different comparison results correspond to different values ​​of the road adhesion coefficient.

[0119] For example, the final road adhesion coefficient can be expressed as: Mue=min(MueMax, MueUsed), where Mue represents the final road adhesion coefficient, MueMax represents the preset road adhesion coefficient, and MueUsed represents the road use adhesion coefficient.

[0120] It can be understood that according to the difference between the axle speed and the longitudinal vehicle speed, a smaller coefficient is selected from the preset road adhesion coefficient and the road utilization adhesion coefficient as the road adhesion coefficient, so as to achieve comprehensive consideration of the actual axle speed, vehicle speed and pre-calibrated road adhesion coefficient, and thus the determined road adhesion coefficient is more accurate.

[0121] In some embodiments, determining the vertical load corresponding to the target wheel may include: obtaining vehicle driving information and target vehicle parameters, the target vehicle parameters including vehicle parameters related to the vertical load corresponding to the target wheel; and determining the vertical load corresponding to the target wheel based on the vehicle driving information and the target vehicle parameters.

[0122] In some embodiments, the vehicle driving information may include: the longitudinal acceleration and lateral acceleration of the vehicle.

[0123] In some embodiments, the target vehicle parameters may include: vehicle mass, target distance, vehicle wheelbase, vehicle track, vehicle center of mass height and vehicle gravity acceleration, and the target distance is the distance between the axle outside the axle where the target wheel is located and the center of mass of the vehicle.

[0124] Regarding the target distance, for example, if the target wheel is a wheel of the front axle, the target distance is the distance between the rear axle and the center of mass of the vehicle.

[0125] Among them, the vehicle mass, target distance, vehicle wheelbase, vehicle track and vehicle center of mass height are all known information of the vehicle and can be directly obtained.

[0126] In some embodiments, assuming that the wheels are divided into a left front wheel and a right front wheel on the front axle, and a left rear wheel and a right rear wheel on the rear axle, the relationship between the vertical loads of the four wheels, the target vehicle parameters and the vehicle driving information may be different.

[0127] For example, for the left front wheel, its vertical load can be expressed as: , where m represents the vehicle mass, represents the acceleration due to gravity, b represents the distance from the rear axle to the center of mass, L represents the wheelbase, a x represents the longitudinal acceleration, a y represents lateral acceleration, h represents the height of the center of mass, B represents the wheelbase, Represents the vertical load on the left front wheel.

[0128] For the right front wheel, the vertical load can be expressed as: ,in, Represents the vertical load on the right front wheel.

[0129] For the left rear wheel, the vertical load can be expressed as: ,in, represents the vertical load on the left rear wheel, and a represents the distance from the front axle to the center of mass.

[0130] For the right rear wheel, the vertical load can be expressed as: ,in, Represents the vertical load on the right rear wheel.

[0131] It can be understood that the determination of the vertical load of the wheel is a relatively mature technology in the field. In addition to adopting the above-mentioned vertical load determination method, other vertical load determination methods can also be selected according to the application scenario, which is not limited here.

[0132] The rolling radius of the target wheel is the equivalent radius used for calculation when the wheel rolls. This information can be obtained through experimental measurement or approximate estimation. For details, reference can be made to the mature rolling radius determination method in the field, which will not be described in detail here.

[0133] In some embodiments, the adhesion torque corresponding to the target wheel may be the product of three parameters: vertical load, road adhesion coefficient, and rolling radius.

[0134] For example, the single wheel adhesion torque can be expressed as: M x =Mue×F N ×R, where M x represents the adhesion torque of the target wheel, Mue represents the road adhesion coefficient of the target wheel, and F N represents the vertical load of the target wheel, and R represents the rolling radius of the target wheel.

[0135] Through the above implementation, relevant information can be used to accurately determine the adhesion torque that matches the target wheel, and then, the braking torque amplitude limit that matches the target wheel situation can be determined, thereby achieving stable control of the target wheel and improving the vehicle's cornering effect while ensuring vehicle safety.

[0136] In some embodiments, determining the target braking torque based on the required braking torque, the braking torque upper limit and the braking torque lower limit may include: if the required braking torque is between the braking torque upper limit and the braking torque lower limit, determining the required braking torque as the target braking torque; if the required braking torque is not between the braking torque upper limit and the braking torque lower limit, determining the braking torque upper limit or the braking torque lower limit as the target braking torque.

[0137] In this implementation, if the required braking torque is between the upper and lower braking torque limits, it means that the braking torque determined based on the steering information meets the braking torque amplitude limit requirement of the target wheel, and the required braking torque can be directly determined as the target braking torque.

[0138] If the required braking torque is not between the upper and lower braking torque limits, it means that the required braking torque obtained according to the preset corresponding relationship does not meet the braking torque amplitude limit requirement of the target wheel, and the upper or lower braking torque limit can be determined as the target braking torque.

[0139] In some embodiments, if the required braking torque is less than the braking torque lower limit, the braking torque lower limit may be determined as the target braking torque. If the required braking torque is greater than the braking torque upper limit, the braking torque upper limit may be determined as the target braking torque.

[0140] Through the above implementation, unreasonable target braking torque can be avoided, thereby avoiding the impact on the vehicle's cornering control, and improving the stability, safety and reliability of the vehicle's cornering control.

[0141] In step S13, the target wheel may be braked and controlled according to the target braking torque, so that different wheels of the same axle of the vehicle generate a torque difference.

[0142] For example, if the target wheels are the left front wheel and the left rear wheel of the vehicle, a torque difference can be generated between the left wheel and the right wheel of the front axle of the vehicle, and a torque difference can be generated between the left wheel and the right wheel of the rear axle of the vehicle, thereby causing the vehicle to generate a yaw torque.

[0143] In some embodiments, the target braking torque may be transmitted to the brakes of the vehicle, and the brakes of the vehicle apply the target braking torque to the target wheels to achieve braking control.

[0144] It can be understood that in a lateral acceleration curve scenario, the driver expects the force on the entire vehicle to change smoothly, so when controlling the target wheel, the slope of the target braking torque can also be controlled.

[0145] Therefore, the vehicle control method may further include: obtaining a preset torque slope limit, the preset torque slope limit including a rising slope limit and a falling slope limit, the rising slope limit is used to limit the rising rate of change of the torque of the target wheel, and the falling slope limit is used to limit the falling rate of change of the torque of the target wheel.

[0146] Correspondingly, in step S13, the target wheel is controlled according to the target braking torque and the preset torque slope.

[0147] It can be understood that by presetting the torque slope limit, the torque change rate of the target wheel can be limited, including the rising change rate and the falling change rate. Therefore, the target braking torque and the preset torque slope limit can be sent to the brake, and the brake can apply the target braking torque to the target wheel according to the preset torque slope limit, so that the force of the whole vehicle changes smoothly.

[0148] In some embodiments, the rising slope limit and the falling slope limit can be calibrated through actual vehicle testing, simulation testing, etc. For example, the rising slope limit can be 2000Nm / s, and the falling slope limit can be 1000Nm / s.

[0149] Through the above implementation, it is possible to ensure that the force on the vehicle is stable when the vehicle is braked, thereby improving the cornering effect while ensuring the driving stability of the vehicle.

[0150] Figure 3The present invention is a schematic diagram of a vehicle control software architecture according to an exemplary embodiment, wherein the software architecture can realize a vehicle curve assist function.

[0151] like Figure 3 As shown in the figure, the software architecture involves three parts: perception, control and brake.

[0152] In the perception part, sensor information and GPS information can be obtained. Using this information, the single-wheel adhesion torque and longitudinal vehicle speed can be obtained and transmitted to the control part.

[0153] In the control part, the driver's required torque and the actual torque of the motor can be obtained, combined with the single-wheel adhesion torque and the longitudinal vehicle speed to obtain the target braking torque and transmit it to the brake.

[0154] Then, the brake is controlled according to the target braking torque.

[0155] Figure 4 is an application flow chart of vehicle control according to an exemplary embodiment. Figure 4 As shown, the application process involves the following steps: First, the driver's required torque and steering information for representing the steering state of the vehicle are obtained.

[0156] Next, based on the driver's required torque and steering information, determine whether to turn on the vehicle's cornering assist function.

[0157] Furthermore, when the vehicle cornering assist function is turned on, the required braking torque is first looked up according to the steering information to obtain the required braking torque. Then, the road adhesion coefficient, the vertical load of a single wheel and the rolling radius are determined using the relevant information. Then, the single-wheel adhesion torque is determined based on the road adhesion coefficient, the vertical load of a single wheel and the rolling radius. Then, the upper limit of the braking torque is determined based on the actual torque of the motor, and the lower limit of the braking torque is determined based on the actual torque of the motor and the single-wheel adhesion torque. Then, the target braking torque is determined based on the required braking torque, the upper limit of the braking torque and the lower limit of the braking torque. Finally, the target braking torque and the torque slope limit are sent to the brake, and the brake performs braking control.

[0158] When the vehicle cornering assist function is not turned on, the vehicle can be controlled in a conventional control manner. In addition, it is possible to continuously detect whether the vehicle cornering assist function is turned on.

[0159] The technical solution of the disclosed embodiment can be applied to vehicle racing scenes to improve the cornering effect of the vehicle and increase the track lap time.

[0160] Figure 5 FIG. 5 is a block diagram of a vehicle control device 500 according to an exemplary embodiment. Figure 5, the device comprises: The determination module 501 is configured to determine target information in response to detecting that the vehicle has a curve assist requirement, the target information including steering information for characterizing a steering state of the vehicle; and determine a target braking torque according to the target information.

[0161] The control module 502 is configured to control a target wheel of the vehicle close to the inner side of the curve according to the target braking torque.

[0162] Optionally, the target information also includes an upper limit and a lower limit of the braking torque corresponding to the target wheel, and the determination module 501 is further configured to: determine the required braking torque corresponding to the target wheel according to the steering information; determine the target braking torque according to the required braking torque, the upper limit and the lower limit of the braking torque.

[0163] Optionally, the determination module 501 is further configured to: obtain a preset correspondence relationship, where the preset correspondence relationship is used to characterize the correspondence between the steering information and the required braking torque; and determine the required braking torque corresponding to the target wheel according to the steering information and the preset correspondence relationship.

[0164] Optionally, the determination module 501 is further configured to: if the required braking torque is between the braking torque upper limit and the braking torque lower limit, determine the required braking torque as the target braking torque; if the required braking torque is not between the braking torque upper limit and the braking torque lower limit, determine the braking torque upper limit or the braking torque lower limit as the target braking torque.

[0165] Optionally, the determination module 501 is further configured to: determine the actual torque of the motor of the axle where the target wheel is located; and determine half of the actual torque of the motor as the upper limit of the braking torque corresponding to the target wheel.

[0166] Optionally, the determination module 501 is further configured to: determine the actual torque of the motor of the axle where the target wheel is located; determine the adhesion torque corresponding to the target wheel; and determine the difference between half of the actual torque of the motor and the adhesion torque as the lower limit of the braking torque corresponding to the target wheel.

[0167] Optionally, the determination module 501 is further configured to: determine the road adhesion coefficient corresponding to the target wheel; determine the vertical load corresponding to the target wheel; determine the rolling radius of the target wheel; and determine the adhesion torque corresponding to the target wheel based on the road adhesion coefficient, the vertical load and the rolling radius.

[0168] Optionally, the determination module 501 is further configured to: determine the road surface utilization adhesion coefficient corresponding to the target wheel; determine the speed difference between the axle speed of the axle where the target wheel is located and the longitudinal speed of the vehicle; obtain a preset road surface adhesion coefficient; and determine the road surface adhesion coefficient corresponding to the target wheel based on the road surface utilization adhesion coefficient, the speed difference and the preset road surface adhesion coefficient.

[0169] Optionally, the determination module 501 is also configured to: if the speed difference is greater than a preset speed difference, determine the minimum value between the road surface adhesion coefficient and the preset road surface adhesion coefficient as the road surface adhesion coefficient; if the speed difference is less than or equal to the preset speed difference, determine the preset road surface adhesion coefficient as the road surface adhesion coefficient.

[0170] Optionally, the determination module 501 is further configured to: obtain vehicle driving information and target vehicle parameters, the target vehicle parameters including vehicle parameters related to the vertical load corresponding to the target wheel; and determine the vertical load corresponding to the target wheel based on the vehicle driving information and the target vehicle parameters.

[0171] Optionally, the vehicle driving information includes: the longitudinal acceleration and lateral acceleration of the vehicle; the target vehicle parameters include: the vehicle mass, the target distance, the wheelbase of the vehicle, the track of the vehicle, the center of mass height of the vehicle and the gravity acceleration of the vehicle, and the target distance is the distance between the axle outside the axle where the target wheel is located and the center of mass of the vehicle.

[0172] Optionally, the determination module 501 is further configured to: obtain a driver demand torque and steering information for characterizing a steering state of the vehicle; and determine target information in response to detecting that the driver demand torque and the steering information satisfy a first preset condition.

[0173] Optionally, the determination module 501 is also configured to determine the target information in response to detecting that the driver's required torque is greater than a preset torque, the lateral acceleration is greater than a preset acceleration, the steering wheel angle is greater than a preset angle, the longitudinal vehicle speed is greater than a preset vehicle speed, and the direction of the steering wheel angle is consistent with the direction of the lateral acceleration.

[0174] Optionally, the control module 502 is further configured to: in response to detecting that the driver demand torque and the steering information satisfy a second preset condition, control the vehicle according to the driver demand torque.

[0175] Optionally, the control module 502 is further configured to: in response to detecting that the driver's required torque is less than the preset torque, or the steering wheel angle is less than or equal to the preset angle, or the steering direction of the steering wheel angle is inconsistent with the direction of the lateral acceleration, control the vehicle according to the driver's required torque.

[0176] Optionally, the determination module 501 is further configured to: determine target information in response to detecting that the user triggers a curve assistance request.

[0177] Optionally, the determination module 501 is further configured to: obtain a preset torque slope limit, the preset torque slope limit includes an ascending slope limit and a descending slope limit, the ascending slope limit is used to limit the torque ascending rate of change of the target wheel, and the descending slope limit is used to limit the torque descending rate of change of the target wheel. The control module 502 is further configured to: control the target wheel according to the target braking torque and the preset torque slope limit.

[0178] Regarding the device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0179] The present disclosure also provides a computer-readable storage medium having computer program instructions stored thereon, and the program instructions, when executed by a processor, implement the steps of the vehicle control method provided by the present disclosure.

[0180] Figure 6 6 is a block diagram of a vehicle 600 according to an exemplary embodiment. For example, the vehicle 600 may be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicles. The vehicle 600 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0181] Reference Figure 6 , the vehicle 600 may include various subsystems, for example, an infotainment system 610, a perception system 620, a decision control system 630, a drive system 640, and a computing platform 650. The vehicle 600 may also include more or fewer subsystems, and each subsystem may include multiple components. In addition, each subsystem and each component of the vehicle 600 may be interconnected by wire or wireless means.

[0182] In some embodiments, the infotainment system 610 may include a communication system, an entertainment system, and a navigation system, among others.

[0183] The perception system 620 may include several sensors for sensing information about the environment around the vehicle 600. For example, the perception system 620 may include a global positioning system (the global positioning system may be a GPS system, or a Beidou system or other positioning systems), an inertial measurement unit (IMU), a laser radar, a millimeter wave radar, an ultrasonic radar, and a camera.

[0184] The decision control system 630 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0185] The drive system 640 may include components that provide powered motion for the vehicle 600. In one embodiment, the drive system 640 may include an engine, an energy source, a transmission system, and wheels. The engine may be one or a combination of an internal combustion engine, an electric motor, and an air compression engine. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0186] Some or all functions of the vehicle 600 are controlled by a computing platform 650. The computing platform 650 may include at least one processor 651 and a memory 652, and the processor 651 may execute instructions 653 stored in the memory 652.

[0187] The processor 651 may be any conventional processor, such as a commercially available CPU. The processor may also include a graphics processor (Graphic Process Unit, GPU), a field programmable gate array (Field Programmable Gate Array, FPGA), a system on chip (System on Chip, SOC), an application specific integrated circuit (Application Specific Integrated Circuit, ASIC) or a combination thereof.

[0188] The memory 652 may be implemented by any type of volatile or nonvolatile memory device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk.

[0189] In addition to the instructions 653 , the memory 652 may also store data, such as road maps, route information, and data such as the location, direction, and speed of the vehicle. The data stored in the memory 652 may be used by the computing platform 650 .

[0190] In the embodiment of the present disclosure, the processor 651 can execute instruction 653 to complete all or part of the steps of the above-mentioned vehicle control method.

[0191] In another exemplary embodiment, a computer program product is also provided. The computer program product includes a computer program executable by a programmable device. The computer program has a code portion for executing the above-mentioned vehicle control method when executed by the programmable device.

[0192] Those skilled in the art may also understand that the various illustrative logical blocks and steps listed in the embodiments of the present application may be implemented by electronic hardware, computer software, or a combination of the two. Whether such functions are implemented by hardware or software depends on the specific application and the design requirements of the entire system. Those skilled in the art may use various methods to implement the functions described for each specific application, but such implementation should not be understood as exceeding the scope of protection of the embodiments of the present application.

[0193] In addition, the word "exemplary" is used herein to indicate serving as an example, instance, or diagram. Any aspect or design described as "exemplary" in this article is not necessarily understood to be advantageous compared to other aspects or designs. On the contrary, the use of the word exemplary is intended to present concepts in a specific way. As used herein, the term "or" is intended to represent an inclusive "or" rather than an exclusive "or". That is, unless otherwise specified or clear from the context, "X applies A or B" is intended to represent any one of the natural inclusive arrangements. That is, if X applies A; X applies B; or X applies both A and B, "X applies A or B" is satisfied under any of the aforementioned examples. In addition, unless otherwise specified or clearly pointed to a singular form from the context, the articles "one" and "an" as used in this application and the appended claims are generally understood to mean "one or more".

[0194] Likewise, although the present disclosure has been shown and described with respect to one or more implementations, equivalent variations and modifications will occur to those skilled in the art after reading and understanding the specification and drawings. The present disclosure includes all such modifications and variations and is limited only by the scope of the claims. In particular, with respect to the various functions performed by the components (e.g., elements, resources, etc.) described above, unless otherwise indicated, the terms used to describe such components are intended to correspond to any component (functionally equivalent) that performs the specific functions of the described components, even if the structure is not equivalent to the disclosed structure. In addition, although specific features of the present disclosure may have been disclosed with respect to only one of several implementations, such features may be combined with one or more other features of other implementations as may be desired and beneficial to any given or specific application. In addition, with respect to "including", "having", "having", "having", or variations thereof used in a specific embodiment or claim, such terms are intended to be inclusive in a manner similar to the term "comprising".

[0195] Those skilled in the art will readily appreciate other embodiments of the present disclosure after considering the specification and practicing the invention disclosed herein. This application is intended to cover any modification, use or adaptation of the present disclosure, which follows the general principles of the present disclosure and includes common knowledge or customary techniques in the art that are not disclosed in the present disclosure. The specification and examples are intended to be exemplary only, and the true scope and spirit of the present disclosure are indicated by the appended claims.

[0196] It should be understood that the present disclosure is not limited to the exact structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

[0197] In the above detailed description, reference is made to the accompanying drawings, which illustrate specific aspects of the present disclosure that can be practiced by way of illustration. In this regard, terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating directions or representing positional relationships, can be used with reference to the orientation of the described figures. Since the components of the described device can be positioned in a plurality of different orientations, directional terms can be used for illustrative purposes rather than restrictive. It should be understood that other aspects can be utilized and structural or logical changes can be made without departing from the concepts of the present disclosure. Therefore, the following detailed description should not be considered in a limiting sense.

[0198] It should be understood that, unless otherwise specifically noted, the features of some embodiments of the various present disclosures described herein may be combined with each other. As used herein, the term "and / or" includes any one of the related listed items and any combination of any two or more; similarly, "at least one of . . . " includes any one of the related listed items and any combination of any two or more.

[0199] Although terms such as "first", "second" and "third" can be used herein to describe various components, parts, regions, layers or sections, these components, parts, regions, layers or sections are not limited to these terms. On the contrary, these terms are only used to distinguish one component, component, region, layer or section from another component, component, region, layer or section. Therefore, without departing from the teachings of each example, the first component, component, region, layer or section mentioned in the examples described herein may also be referred to as the second component, component, region, layer or section. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Thus, the features defined as "first" and "second" may expressly or implicitly include at least one of the features. In the description herein, the meaning of "multiple" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

Claims

1. A vehicle control method, characterized in that: include: In response to detecting that the vehicle has a curve assist requirement, determining target information, the target information including steering information for characterizing a steering state of the vehicle; determining a target braking torque according to the target information; The target wheel of the vehicle close to the inner side of the curve is controlled according to the target braking torque.

2. The vehicle control method according to claim 1, characterized in that: The target information also includes an upper limit and a lower limit of a braking torque corresponding to the target wheel. Determining the target braking torque according to the target information includes: Determining a required braking torque corresponding to the target wheel according to the steering information; The target braking torque is determined according to the required braking torque, the braking torque upper limit and the braking torque lower limit.

3. The vehicle control method according to claim 2, characterized in that: The step of determining the required braking torque corresponding to the target wheel according to the steering information includes: Acquiring a preset corresponding relationship, where the preset corresponding relationship is used to represent a corresponding relationship between the steering information and the required braking torque; The required braking torque corresponding to the target wheel is determined according to the steering information and the preset corresponding relationship.

4. The vehicle control method according to claim 2, characterized in that: The determining the target braking torque according to the required braking torque, the braking torque upper limit and the braking torque lower limit includes: If the required braking torque is between the braking torque upper limit and the braking torque lower limit, the required braking torque is determined as the target braking torque; If the required braking torque is not between the braking torque upper limit and the braking torque lower limit, the braking torque upper limit or the braking torque lower limit is determined as the target braking torque.

5. The vehicle control method according to claim 2, characterized in that: Determining the upper limit of the braking torque corresponding to the target wheel includes: Determine the actual torque of the motor of the axle where the target wheel is located; Half of the actual torque of the motor is determined as the upper limit of the braking torque corresponding to the target wheel.

6. The vehicle control method according to claim 2, characterized in that: Determining a lower limit of the braking torque corresponding to the target wheel includes: Determine the actual torque of the motor of the axle where the target wheel is located; Determining the adhesion torque corresponding to the target wheel; The difference between half of the actual torque of the motor and the adhesion torque is determined as the lower limit of the braking torque corresponding to the target wheel.

7. The vehicle control method according to claim 6, characterized in that: The determining the adhesion torque corresponding to the target wheel includes: Determining a road adhesion coefficient corresponding to the target wheel; Determining a vertical load corresponding to the target wheel; Determining the rolling radius of the target wheel; The adhesion torque corresponding to the target wheel is determined according to the road adhesion coefficient, the vertical load and the rolling radius.

8. The vehicle control method according to claim 7, characterized in that: The determining of the road adhesion coefficient corresponding to the target wheel includes: Determining a road surface utilization adhesion coefficient corresponding to the target wheel; Determine the speed difference between the axle speed of the axle where the target wheel is located and the longitudinal speed of the vehicle; Obtaining a preset road adhesion coefficient; The road adhesion coefficient corresponding to the target wheel is determined according to the road adhesion coefficient, the speed difference and the preset road adhesion coefficient.

9. The vehicle control method according to claim 8, characterized in that: The determining the road adhesion coefficient corresponding to the target wheel according to the road adhesion coefficient, the speed difference and the preset road adhesion coefficient threshold value includes: If the speed difference is greater than a preset speed difference, the minimum value between the road surface adhesion coefficient and the preset road surface adhesion coefficient is determined as the road surface adhesion coefficient; If the speed difference is less than or equal to a preset speed difference, the preset road adhesion coefficient is determined as the road adhesion coefficient.

10. The vehicle control method according to claim 7, characterized in that: The determining the vertical load corresponding to the target wheel includes: Acquiring vehicle driving information and target vehicle parameters, wherein the target vehicle parameters include vehicle parameters related to the vertical load corresponding to the target wheel; The vertical load corresponding to the target wheel is determined according to the vehicle driving information and the target vehicle parameters.

11. The vehicle control method according to claim 10, characterized in that: The vehicle driving information includes: the longitudinal acceleration and lateral acceleration of the vehicle; the target vehicle parameters include: the vehicle mass, the target distance, the wheelbase of the vehicle, the track of the vehicle, the center of mass height of the vehicle and the gravity acceleration of the vehicle, and the target distance is the distance between the axle outside the axle where the target wheel is located and the center of mass of the vehicle.

12. The vehicle control method according to any one of claims 1 to 11, characterized in that: In response to detecting that the vehicle has a curve assist requirement, determining target information includes: Acquiring a driver's required torque and steering information for characterizing a steering state of the vehicle; In response to detecting that the driver demand torque and the steering information satisfy a first preset condition, target information is determined.

13. The vehicle control method according to claim 12, characterized in that: The steering information includes: a lateral acceleration of the vehicle, a steering wheel angle of the vehicle, and a longitudinal speed of the vehicle. In response to detecting that the driver's required torque and the steering information meet a first preset condition, determining target information includes: Target information is determined in response to detecting that the driver demand torque is greater than a preset torque, the lateral acceleration is greater than a preset acceleration, the steering wheel angle is greater than a preset angle, the longitudinal vehicle speed is greater than a preset vehicle speed, and the direction of the steering wheel angle is consistent with the direction of the lateral acceleration.

14. The vehicle control method according to claim 12, characterized in that: The vehicle control method further includes: In response to detecting that the driver demand torque and the steering information satisfy a second preset condition, the vehicle is controlled according to the driver demand torque.

15. The vehicle control method according to claim 14, characterized in that: The steering information includes: a lateral acceleration of the vehicle, a steering wheel angle of the vehicle, and a longitudinal speed of the vehicle. In response to detecting that the driver demand torque and the steering information meet a second preset condition, controlling the vehicle according to the driver demand torque includes: In response to detecting that the driver demand torque is less than a preset torque, or the steering wheel angle is less than or equal to a preset angle, or the steering direction of the steering wheel angle is inconsistent with the direction of the lateral acceleration, the vehicle is controlled according to the driver demand torque.

16. The vehicle control method according to any one of claims 1 to 11, characterized in that: In response to detecting that the vehicle has a curve assist requirement, determining target information includes: In response to detecting a user-triggered curve assist request, target information is determined.

17. The vehicle control method according to any one of claims 1 to 11, characterized in that: The vehicle control method further includes: Obtaining a preset torque slope limit, wherein the preset torque slope limit includes an ascending slope limit and a descending slope limit, wherein the ascending slope limit is used to limit an ascending change rate of the torque of the target wheel, and the descending slope limit is used to limit a descending change rate of the torque of the target wheel; The controlling the target wheel of the vehicle close to the inner side of the curve according to the target braking torque includes: The target wheel is controlled according to the target braking torque and the preset torque slope limit.

18. A vehicle control device, characterized in that: include: A determination module is configured to determine target information in response to detecting that the vehicle has a curve assist requirement, wherein the target information includes steering information for representing a steering state of the vehicle; The determination module is further configured to determine a target braking torque according to the target information; The control module is configured to control a target wheel of the vehicle close to the inner side of the curve according to the target braking torque.

19. A vehicle, characterized in that: include: processor; a memory for storing processor-executable instructions; Wherein, the processor is configured to: implement the vehicle control method described in any one of claims 1 to 17 by executing the executable instructions.

20. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the vehicle control method according to any one of claims 1 to 17 is implemented.

21. A computer program product, characterized in that It includes a computer program, which, when executed by a processor, implements the vehicle control method described in any one of claims 1 to 17.

Images