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

Abstract

The invention provides a vehicle control method, a vehicle control device, a vehicle and a storage medium, and the method comprises the following steps: when a braking force request of the vehicle is detected, obtaining hydraulic braking force of each wheel in the vehicle; determining a target braking force of each wheel based on the braking force request of the vehicle; if it is detected that the vehicle has the locking trend, target driving force of a target motor corresponding to each wheel is determined based on the hydraulic braking force of each wheel and the target braking force of each wheel; and the hydraulic braking force of each wheel is controlled to be reset, and the target motor is controlled to rotate reversely based on the target driving force so as to execute the braking force request of the vehicle. According to the method, the braking distance of the vehicle can be shortened when it is detected that the vehicle is braked on the low-adhesion road surface.

Description

Technical Field

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

[0002] When a vehicle is traveling on a low-adhesion road surface, the wheels of the vehicle are prone to lock when braking. In the prior art, the wheels of the vehicle are mainly prevented from locking by an anti-lock brake system (ABS) of the vehicle.

[0003] The ABS system changes the slip rate by controlling the inlet and outlet valves of the wheel cylinder hydraulic system to increase or decrease the pressure of the wheel cylinder; however, due to the slow response of the hydraulic system and the low pressure regulation accuracy of the increase or decrease pressure valve, the braking distance of the vehicle is longer when braking on low-adhesion roads.

[0004] Therefore, when a vehicle brakes on a low-adhesion road surface, how to shorten the braking distance is a technical problem that needs to be solved at present. Summary of the invention

[0005] The present application provides a vehicle control method, a vehicle control device, a vehicle and a storage medium. When the method detects that the vehicle has a tendency to lock, it controls the hydraulic braking force to be reset and controls the target motor to rotate in the opposite direction according to the target driving force to brake the vehicle; thereby avoiding the problem of a long braking distance when the hydraulic system brakes, and thus shortening the braking distance of the vehicle.

[0006] In a first aspect, a vehicle control method is provided, the method comprising:

[0007] When a braking force request of the vehicle is detected, obtaining the hydraulic braking force of each wheel in the vehicle;

[0008] determining a target braking force for each wheel based on a braking force request of the vehicle;

[0009] If a locking tendency of the vehicle is detected, a target driving force of a target motor corresponding to each wheel is determined based on the hydraulic braking force of each wheel and the target braking force of each wheel;

[0010] The hydraulic braking force of each wheel is controlled to be cleared, and the target motor is controlled to rotate in the reverse direction based on the target driving force to execute the braking force request of the vehicle.

[0011] In the embodiment of the present application, if the vehicle is detected to have a tendency to lock, the target driving force of the target motor is determined according to the hydraulic braking force of each wheel and the target braking force; and the hydraulic braking force is controlled to be reset to zero, and the target motor is controlled to rotate in the opposite direction by the target driving force. Compared with the prior art in which the braking distance is longer when the vehicle is braked by the hydraulic braking force, this solution controls the hydraulic braking force to be reset to zero, and controls the target motor to reverse according to the target driving force, that is, controls the vehicle braking by the target motor; when the vehicle is braked, since the braking control by the target motor has a faster response speed and higher control accuracy than the hydraulic braking control, it can avoid a longer braking distance during braking, thereby shortening the braking distance of the vehicle.

[0012] In combination with the first aspect, in some implementations of the first aspect, determining a target driving force of a target motor corresponding to each wheel based on the hydraulic braking force of each wheel and the target braking force of each wheel includes:

[0013] If it is detected that the vehicle has a locking tendency, determining a first difference between a target braking force of each wheel and a hydraulic braking force of each wheel;

[0014] Based on the first difference, a target driving force is determined.

[0015] In one implementation, the target braking force represents the braking force that each wheel needs to achieve when the braking force request is met.

[0016] In the embodiment of the present application, since the target braking force represents the braking force that each wheel needs to achieve when the braking force request is realized, therefore, when braking the vehicle, it is necessary to ensure that each wheel of the vehicle can achieve the target braking force under the action of the hydraulic braking force and the target driving force. A first difference between the target braking force and the hydraulic braking force is determined, and the target driving force is determined based on the first difference; ensuring that the actual execution value of the braking force request remains unchanged, thereby ensuring that the vehicle can provide a continuous and stable braking force to realize the braking force request of the vehicle.

[0017] In combination with the first aspect and the above implementations, in some implementations of the first aspect, the following further includes:

[0018] Determining a target slip ratio of the vehicle and a current slip ratio of the vehicle;

[0019] Based on the vehicle's braking force request, the target braking force of each wheel is determined, including:

[0020] The target braking force of each wheel is determined based on the target slip ratio, the current slip ratio and the braking force request.

[0021] In the embodiment of the present application, the target braking force of each wheel is determined according to the target slip ratio, current slip ratio and braking force request of the vehicle; the slip ratio indicates the proportion of wheel slip during the wheel movement of the vehicle. When the slip ratio of the vehicle is too large, the vehicle may lose control and the steering operation of the vehicle cannot be realized; therefore, the appropriate target braking force is determined according to the current slip ratio, target slip ratio and braking force request, so as to avoid the vehicle losing control.

[0022] In combination with the first aspect and the above implementations, in some implementations of the first aspect, determining the target braking force of each wheel based on the target slip ratio, the current slip ratio and the braking force request includes:

[0023] If the current slip ratio is less than or equal to the target slip ratio, the braking force request is decomposed to obtain the target braking force of each wheel;

[0024] If the current slip ratio is greater than the target slip ratio, the first braking force corresponding to the target slip ratio is decomposed to obtain the target braking force of each wheel.

[0025] In the embodiment of the present application, if the current slip ratio of the vehicle is less than or equal to the target slip ratio, the braking force request is decomposed to obtain the target braking force. If the current slip ratio is greater than the target slip ratio, the first braking force corresponding to the target slip ratio is decomposed to obtain the target braking force. Since the target slip ratio is a pre-calibrated slip ratio and the target slip ratio can maintain the force balance of the wheel driving force, the wheel inertia force and the ground adhesion force, the target braking force determined according to the target slip ratio can ensure the balance of the vehicle; furthermore, the stability of the vehicle is ensured when the vehicle is braked by controlling the target braking force.

[0026] In combination with the first aspect and the above implementations, in some implementations of the first aspect, the following further includes:

[0027] Based on the steering parameters of the vehicle, determining whether the vehicle is in an unstable state; wherein the unstable state includes vehicle oversteering and vehicle understeering;

[0028] If the vehicle is in an unstable state, the target driving force of each wheel of the vehicle is adjusted.

[0029] In an embodiment of the present application, based on the steering parameters of the vehicle, it is determined whether the vehicle is in an unstable state; if the vehicle is in an unstable state, it means that the target driving force cannot be used to control the vehicle to brake smoothly; therefore, the target driving force of each wheel is adjusted so that the vehicle can be controlled to brake smoothly through the adjusted target driving force.

[0030] In combination with the first aspect and the above implementations, in some implementations of the first aspect, if the vehicle is in an unstable state, adjusting the target driving force of each wheel of the vehicle includes:

[0031] If the instability condition indicates that the vehicle is oversteering, the target driving force of the outer wheels of the rear axle of the vehicle is increased, and the target driving force of the inner wheels of the rear axle is decreased;

[0032] If the instability condition indicates that the vehicle is understeering, the target driving force of the wheels on the inside of the front axle of the vehicle is controlled to increase, and the target driving force of the wheels on the outside of the front axle is controlled to decrease.

[0033] In an embodiment of the present application, if the unstable state indicates that the vehicle is oversteering, the target driving force of the outer wheel of the rear axle of the vehicle is controlled to increase, and the target driving force of the inner wheel of the rear axle is reduced, thereby reducing the vehicle's deflection angle to solve the problem of vehicle oversteering. If the unstable state indicates that the vehicle is understeering, the target driving force of the inner wheel of the front axle of the vehicle is controlled to increase, and the target driving force of the outer wheel of the front axle is reduced, thereby increasing the vehicle's deflection angle to solve the problem of vehicle understeering. Ensure that the target driving force of the wheel is adjusted when the vehicle is detected to be in an unstable state.

[0034] In combination with the first aspect and the above implementations, in some implementations of the first aspect, determining whether the vehicle is in an unstable state based on a steering parameter of the vehicle includes:

[0035] If the steering parameter is greater than a first threshold, determining that the instability condition indicates that the vehicle is oversteering;

[0036] If the steering parameter is less than a second threshold, it is determined that the instability condition indicates vehicle understeering.

[0037] In an embodiment of the present application, if the steering parameter is greater than a first threshold, it indicates that the steering parameter of the vehicle is too large, and therefore, an instability state is determined to indicate that the vehicle is oversteering; if the steering parameter is less than a second threshold, it is determined that the instability state indicates that the steering parameter of the vehicle is too small, and therefore, an instability state is determined to indicate that the vehicle is understeering.

[0038] In a second aspect, a vehicle control device is provided, the device comprising:

[0039] An acquisition module, used to acquire the hydraulic braking force of each wheel in the vehicle when a braking force request of the vehicle is detected;

[0040] A first determination module, configured to determine a target braking force of each wheel based on a braking force request of the vehicle;

[0041] A second determination module is used to determine the target driving force of the target motor corresponding to each wheel based on the hydraulic braking force of each wheel and the target braking force of each wheel if a locking tendency of the vehicle is detected;

[0042] The control module is used to control the hydraulic braking force of each wheel to be cleared, and to control the target motor to rotate in the opposite direction based on the target driving force to execute the braking force request of the vehicle.

[0043] In combination with the second aspect, in certain implementations of the second aspect, the second determination module is specifically used to: if it is detected that the vehicle has a locking tendency, determine a first difference between the target braking force of each wheel and the hydraulic braking force of each wheel; and determine the target driving force based on the first difference.

[0044] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, a third determination module is also included, and the third determination module is used to: determine the target slip rate of the vehicle and the current slip rate of the vehicle; the first determination module is specifically used to: determine the target braking force of each wheel based on the target slip rate, the current slip rate and the braking force request.

[0045] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the first determination module is specifically used to: if the current slip rate is less than or equal to the target slip rate, decompose the braking force request to obtain the target braking force of each wheel; if the current slip rate is greater than the target slip rate, decompose the first braking force corresponding to the target slip rate to obtain the target braking force of each wheel.

[0046] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, a fourth determination module is also included, and the fourth determination module is used to: determine whether the vehicle is in an unstable state based on the steering parameters of the vehicle; wherein the unstable state includes vehicle oversteering and vehicle understeering; the control module is also used to: if the vehicle is in an unstable state, adjust the target driving force of each wheel of the vehicle.

[0047] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the control module is also used to: if the instability state indicates that the vehicle is oversteering, control the target driving force of the outer wheel of the rear axle of the vehicle to increase, and reduce the target driving force of the inner wheel of the rear axle; if the instability state indicates that the vehicle is understeering, control the target driving force of the inner wheel of the front axle of the vehicle to increase, and reduce the target driving force of the outer wheel of the front axle.

[0048] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the fourth determination module is specifically used to: if the steering parameter is greater than the first threshold, determine that the instability state indicates that the vehicle is oversteering; if the steering parameter is less than the second threshold, determine that the instability state indicates that the vehicle is understeering.

[0049] In a third aspect, a vehicle is provided, comprising a memory and a processor, wherein the memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0050] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0051] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program. When the computer program is executed, the method in the above-mentioned first aspect or any possible implementation manner of the first aspect is implemented. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] Figure 1 This is a schematic diagram of a scenario provided by an embodiment of the present application;

[0053] Figure 2 is a schematic flow chart of a vehicle control method provided in an embodiment of the present application;

[0054] Figure 3 is a schematic flow chart of another vehicle control method provided in an embodiment of the present application;

[0055] Figure 4 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0056] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0057] 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.

[0058] 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.

[0059] When a vehicle is traveling on a low-adhesion road surface, the wheels of the vehicle are prone to lock when braking. In the prior art, the wheels of the vehicle are mainly prevented from locking by an anti-lock brake system (ABS) of the vehicle.

[0060] Exemplarily, the ABS system changes the slip rate by controlling the inlet and outlet valves of the wheel cylinder hydraulic system to increase or decrease the pressure of the wheel cylinder; wherein the vehicle's hydraulic system mainly includes a master cylinder, a wheel cylinder and inlet and outlet valves; the master cylinder is used to generate high-pressure hydraulic oil when the driver steps on the brake pedal; the wheel cylinder near each wheel is used to convert the pressure of the hydraulic oil into braking force; the inlet and outlet valves are located between the wheel cylinder and the master cylinder, and are used to control the inflow and outflow of hydraulic oil.

[0061] The wheel speed sensor in the ABS system monitors the speed of each wheel in real time. If the speed of a wheel is detected to drop suddenly, it indicates that the wheel is about to lock. When it is detected that the wheel is about to lock, the ABS controller will close the inlet valve to prevent the master cylinder from continuing to deliver high-pressure hydraulic oil to the wheel cylinder; thereby preventing the pressure in the wheel cylinder from continuing to increase, thus avoiding complete wheel locking. At the same time, the ABS controller will open the outlet valve to allow part of the hydraulic oil in the wheel cylinder to flow back into the reservoir to reduce the pressure in the wheel cylinder, reduce the braking force, and make the wheel start to rotate again. After the wheel starts to rotate again, the ABS controller will close the outlet valve to maintain the current pressure level, thereby maintaining the appropriate braking force and keeping the wheel within the optimal slip rate range.

[0062] However, due to the slow response of the hydraulic system and the low pressure regulation accuracy of the pressure increasing and reducing valves, for example, the hydraulic system responds slowly to rapid changes and cannot adjust the pressure immediately, and the pressure increasing and reducing valves are not accurate enough when adjusting the pressure, which may lead to inaccurate pressure control, resulting in a longer braking distance when the vehicle brakes on low-adhesion roads. Therefore, when the vehicle brakes on low-adhesion roads, how to shorten the braking distance is a technical problem that needs to be solved at present.

[0063] In view of this, the present application provides a vehicle control method, a vehicle control device, a vehicle and a storage medium. Through the embodiments of the present application, when it is detected that the vehicle has a tendency to lock, the hydraulic braking force is controlled to be cleared and the target motor is controlled to rotate in the opposite direction according to the target driving force to brake the vehicle; thereby solving the problem of long braking distance when braking through the hydraulic system, and shortening the braking distance of the vehicle.

[0064] For example, Figure 1 It is a schematic diagram of a scenario provided in an embodiment of the present application.

[0065] like Figure 1 As shown, scene 100 includes vehicle 110; Figure 1 As shown in (a) of FIG. 1 , when the vehicle is moving, the motors of the wheels of the vehicle rotate clockwise to drive the vehicle forward. Figure 1 As shown in (b) in the figure, when the motor of the wheel in the vehicle rotates counterclockwise, that is, when the motor rotates in the reverse direction, the motor of the vehicle transmits the mechanical resistance inside the motor to the wheel to brake the wheel.

[0066] It should be noted that the forward rotation of the motor indicates the rotation direction of the motor when the vehicle is driving normally and the vehicle is moving forward, and the reverse rotation direction is opposite to the rotation direction of the motor when the vehicle is moving forward.

[0067] Figure 2 It is a schematic flow chart of a vehicle control method provided in an embodiment of the present application.

[0068] For example, Figure 2 The method 200 shown may be performed by Figure 1 The vehicle 110 is shown executed; or may be executed by a processor or chip in the vehicle.

[0069] like Figure 2 As shown, the vehicle control method 200 includes S210 to S240, and S210 to S240 are described in detail below.

[0070] S210, when a braking force request of the vehicle is detected, obtaining the hydraulic braking force of each wheel in the vehicle.

[0071] For example, the braking system of a vehicle mainly includes the brake pedal, master cylinder, brake pipe, brake caliper and electronic control unit of the vehicle. The brake pedal is an input device for applying braking force; the master cylinder is used to convert the mechanical force of the brake pedal into hydraulic pressure; the brake pipe is used to transmit the hydraulic pressure to the brake caliper of each wheel; the brake caliper is used to clamp the brake disc and generate friction to decelerate; the electronic control unit is used to monitor and control the operation of the entire braking system.

[0072] For example, the vehicle determines the braking force request according to the opening degree of the brake pedal. The hydraulic braking force of each wheel represents the braking force applied to each wheel by the hydraulic braking system of the vehicle. The vehicle can obtain the hydraulic braking force on each wheel through a brake pressure sensor installed on the brake line of each wheel, and feed back the hydraulic braking force data to the electronic control unit of the vehicle.

[0073] For example, when the vehicle is braking, the driver presses the brake pedal to apply braking force through the brake pedal; when the brake pedal is pressed, the vehicle's master cylinder converts the mechanical force of the brake pedal into hydraulic pressure and transmits the hydraulic pressure to each wheel through the brake line.

[0074] S220, determining a target braking force for each wheel based on the braking force request of the vehicle.

[0075] Exemplarily, the vehicle determines the braking force request (total braking force) of the vehicle according to the opening degree of the brake pedal, and distributes the total braking force corresponding to the braking force request to each wheel to obtain the target braking force of each wheel.

[0076] In one implementation, when the total braking force is distributed to each wheel, the target braking force of each wheel can be determined according to the effective area of ​​each wheel in the wheel cylinder.

[0077] For example, since the pressure of the brake line is consistent when the vehicle is braked, the larger the effective area of ​​the wheel in the brake cylinder, the larger the target braking force allocated to the corresponding wheel. For example, the effective area of ​​the front wheels (including the left front wheel and the right front wheel) of the vehicle in the brake cylinder accounts for 60%, and the effective area of ​​the rear wheels (including the left rear wheel and the right rear wheel) of the vehicle in the brake cylinder accounts for 40%; then the front wheels of the vehicle account for 60% of the total braking force, and the rear wheels of the vehicle account for 40% of the total braking force. According to the proportion, the target braking force is applied to each wheel of the vehicle.

[0078] It should be noted that the above is an example of the allocation ratio, and this application does not limit it.

[0079] Optionally, a static braking force distribution ratio can be pre-set based on the vehicle's weight distribution and tire characteristics; or the braking force distribution can be dynamically adjusted based on the vehicle's real-time status (such as speed, acceleration, lateral force, etc.), for example, the braking force distribution ratio of each wheel of the vehicle can be determined based on the vehicle's lateral force used for ground adhesion.

[0080] In one implementation, a target slip ratio of the vehicle and a current slip ratio of the vehicle are determined; and a target braking force of each wheel is determined based on the target slip ratio, the current slip ratio and the braking force request.

[0081] For example, when determining the target slip ratio of the vehicle, the target slip ratio of the vehicle may be determined based on the braking force request of the vehicle and the current road adhesion coefficient; wherein the target slip ratio is positively correlated with the braking force request of the vehicle, and the target slip ratio is negatively correlated with the road adhesion coefficient of the vehicle. Alternatively, a preset target slip ratio may be obtained.

[0082] For example, a first mapping relationship is obtained, and the first mapping relationship is used to represent a mapping relationship between a first target parameter and a target slip ratio, and the first target parameter includes a braking force request and a road adhesion coefficient. According to the first mapping relationship and the first target parameter, a target slip ratio corresponding to the first target parameter is determined; wherein, the greater the braking force request, the greater the target slip ratio; and the smaller the road adhesion coefficient, the greater the target slip ratio.

[0083] In one implementation, the target slip ratio is limited to be less than a set threshold value to prevent the slip ratio from being too large, which may cause the directional stability of the vehicle to be too low and affect the safety of the vehicle.

[0084] Exemplarily, the slip ratio indicates the ratio of wheel slippage during the movement of the vehicle's wheels. The current slip ratio of the vehicle can be determined by obtaining the current vehicle speed and the wheel speed of each wheel in the vehicle.

[0085] For example, the current slip ratio of the vehicle is calculated using the following formula:

[0086] s=(uu w ) / u;

[0087] Where s represents the slip rate of the vehicle, u represents the speed of the vehicle, and u w Indicates the wheel speed.

[0088] For example, if the vehicle is currently traveling at a speed of 50 km / h, and the driver suddenly brakes, the speed of one wheel drops to 40 km / h; then the vehicle's slip rate is (vehicle speed - wheel speed) ÷ vehicle speed = 0.2. By calculation, when the vehicle's speed is 50 km / h and the wheel speed is 40 km / h, the vehicle's slip rate is 0.2, or 20%.

[0089] It should be noted that the above is an example of vehicle speed and wheel speed, and this application does not limit this.

[0090] For example, the target braking force of each wheel is determined according to the target slip ratio, current slip ratio and braking force request of the vehicle. When the slip ratio of the vehicle is too large, the vehicle may deviate from the preset path and there is a risk of the vehicle losing control; therefore, the appropriate target braking force is determined according to the current slip ratio, target slip ratio and braking force request, so as to avoid wheel locking of the vehicle and prevent the wheel from completely locking and causing the vehicle to lose control.

[0091] Specifically, if the current slip ratio is less than or equal to the target slip ratio, the braking force request is decomposed to obtain the target braking force of each wheel; if the current slip ratio is greater than the target slip ratio, the first braking force corresponding to the target slip ratio is decomposed to obtain the target braking force of each wheel.

[0092] For example, if the current slip ratio is less than or equal to the target slip ratio, the braking force request is decomposed to obtain the target braking force. If the current slip ratio is greater than the target slip ratio, the first braking force corresponding to the target slip ratio is decomposed to obtain the target braking force. Since the target slip ratio is pre-calibrated and the target slip ratio can maintain the force balance of the wheel driving force, the wheel inertia force and the ground adhesion force, the target braking force determined according to the target slip ratio can ensure the balance of the vehicle and ensure that the vehicle can be controlled to brake smoothly through the target braking force.

[0093] For example, if the target slip ratio is 25%, and the current slip ratio of the vehicle is calculated to be 20% based on the vehicle speed and wheel speed, the current slip ratio is less than the target slip ratio; therefore, the braking force request corresponding to the driver's operation is decomposed to obtain the target braking force that each wheel needs to achieve. If the current slip ratio is 30%, the current slip ratio is greater than the target slip ratio, indicating that the vehicle is at risk of losing control. Therefore, the first braking force corresponding to the target slip ratio is determined based on the target slip ratio, and the first braking force is decomposed to obtain the target braking force that each wheel needs to achieve. Among them, the first braking force is less than the braking force request, ensuring that the current slip ratio of the vehicle is reduced by reducing the braking force of the vehicle, thereby avoiding the risk of the vehicle losing control.

[0094] It should be noted that the above is an example of the target slip ratio and the current slip ratio; the present application does not make any specific limitation to this.

[0095] S230: If it is detected that the vehicle has a locking tendency, a target driving force of a target motor corresponding to each wheel is determined based on the hydraulic braking force of each wheel and the target braking force of each wheel.

[0096] For example, the vehicle can monitor whether the vehicle has a tendency to lock through the ABS system; for example, the ABS system of the vehicle determines whether the vehicle has a tendency to lock by monitoring the speed of each wheel in the vehicle. If it is detected that the speed of at least one wheel has dropped significantly, it is determined that the vehicle has a tendency to lock.

[0097] In one implementation, based on the hydraulic braking force of each wheel and the target braking force of each wheel, determining the target driving force of the target motor corresponding to each wheel includes:

[0098] If it is detected that the vehicle has a locking tendency, a first difference between the target braking force of each wheel and the hydraulic braking force of each wheel is determined; and a target driving force is determined based on the first difference.

[0099] Exemplarily, the target driving force is determined according to the first difference between the target braking force and the hydraulic braking force. Since the target braking force represents the braking force that each wheel needs to achieve when the braking force request is realized; that is, when the vehicle is braked, it is necessary to ensure that each wheel of the vehicle can achieve the target braking force under the action of the hydraulic braking force and the target driving force. Therefore, the first difference between the target braking force and the hydraulic braking force is determined, and the target driving force is determined based on the first difference; it is ensured that the actual execution value of the braking force request remains unchanged, thereby ensuring that the vehicle can provide a continuous and stable braking force to realize the braking force request of the vehicle.

[0100] For example, if the target braking force of each wheel of the vehicle is 2000 N, if the hydraulic braking force is 800 N, then the target driving force is 1200 N. That is, the sum of the hydraulic braking force and the target driving force is equal to the target braking force of each wheel.

[0101] It should be noted that the above is an example of the target braking force and the hydraulic braking force, and the present application does not limit this.

[0102] Optionally, if there is no locking tendency of the vehicle, the vehicle is braked based on the hydraulic braking force of each wheel to achieve the braking force request of the vehicle.

[0103] Exemplarily, the hydraulic braking force of the wheel is determined according to the target braking force of each wheel; that is, the target braking force required by each wheel of the vehicle is provided by the hydraulic braking force.

[0104] It should be noted that in order to prevent the wheels from completely locking, the ABS system will periodically release the braking force when it detects that the vehicle has a tendency to lock, resulting in a brake interruption. When the vehicle does not have a tendency to lock, the vehicle does not need to release the braking force periodically, and when the vehicle is braked by the hydraulic system, there is no problem of extended braking distance; therefore, the vehicle is braked based on the hydraulic braking force of each wheel.

[0105] S240 , controlling the hydraulic braking force of each wheel to be cleared, and controlling the target motor to rotate in the reverse direction based on the target driving force, so as to execute the braking force request of the vehicle.

[0106] Exemplarily, the hydraulic braking force of each wheel is controlled to be reset to zero, and the target motor is controlled to rotate in the opposite direction according to the target driving force; since the target driving force is a force value determined according to the difference between the target braking force and the hydraulic braking force, after the hydraulic braking force is controlled to be reset to zero, the force value of the target driving force of the vehicle is the same as the force value of the target braking force.

[0107] For example, if the target braking force of each wheel is 2000N, before the hydraulic braking force is cleared, the hydraulic braking force is 800N and the target driving force is 1200N; after the hydraulic braking force is cleared, the target driving force is 2000N. At this time, the vehicle drives the motor to rotate in the opposite direction through the target driving force, realizing the braking force request of the vehicle.

[0108] Exemplarily, the target motor is controlled to rotate in reverse based on the target driving force, that is, a reverse driving force is applied through the target motor of the vehicle; wherein, the reverse rotation of the target motor refers to the generation of reverse torque through a power system such as an electric motor and a transmission, and the direction of reverse rotation is opposite to the direction of rotation of the motor when the vehicle is moving forward.

[0109] For example, when the vehicle is running normally, the target motor of the vehicle rotates clockwise to drive the vehicle forward; then the reverse rotation of the target motor means that the target motor of the vehicle rotates counterclockwise. When the vehicle is running normally, the target motor of the vehicle rotates counterclockwise to drive the vehicle forward; then the reverse rotation of the target motor means that the target motor of the vehicle rotates clockwise.

[0110] It should be noted that there is a difference between the target driving force (reverse driving force) and the braking force of the vehicle. The reverse driving force of the vehicle is generated by the engine and transmission system, and the reverse driving torque is transmitted to the wheels through the mechanical resistance inside the motor to brake the wheels. The braking force of the vehicle is the torque generated by the braking system (such as the brake system) to slow down or stop the vehicle. The braking torque acts directly on the wheels, slowing down or stopping the wheels through friction.

[0111] Exemplarily, the hydraulic braking force of each wheel is controlled to be reset to zero, and the target motor is controlled to rotate in the opposite direction based on the target driving force, so as to quickly switch the actuator of the braking force from the hydraulic system to the four-wheel motor, apply the target driving force through the four-wheel motor, and execute the braking force request by reversing the drive motor.

[0112] Optionally, when the hydraulic braking force of each wheel is controlled to be cleared, the hydraulic braking force may be reduced according to a calibrated gradient, and at the same time, the target driving force of each wheel may be increased according to the calibrated gradient; and the reduction amount of the hydraulic braking force is the same as the increase amount of the target driving force. The hydraulic braking force is balanced with the target driving force to ensure that the actual execution value of the braking force request remains unchanged when the vehicle is braked.

[0113] It should be noted that compared with the hydraulic system, the motor system has a faster response speed and higher control accuracy. Therefore, by controlling the hydraulic braking force of each wheel to zero and controlling the target motor to rotate in the opposite direction based on the target driving force to execute the vehicle's braking force request, the vehicle's braking distance can be effectively shortened.

[0114] Specifically, since the motor directly generates torque through electric current, the response time is very short, that is, after receiving the command from the control system, the motor can respond to the command quickly with a short delay. The hydraulic system relies on changes in liquid pressure to transmit braking force. Since the liquid has a certain inertia and compressibility, there is a short time delay between the opening of the solenoid valve and the actual braking effect. In addition, the motor drive system usually adopts a direct drive or gear reduction structure, which reduces the intermediate transmission links and thus reduces the mechanical lag. There are multiple mechanical components in the hydraulic system (such as pumps, valves, etc.), and the interaction between these components will cause additional response delays. Therefore, compared with the hydraulic system, the motor system has a faster response speed.

[0115] Furthermore, the output of the motor is linear, and the same input current is more likely to produce the same effect, which is convenient for precise control. The nonlinear characteristics of the hydraulic system (such as leakage, the effect of temperature changes on viscosity, etc.) may cause unstable output and affect the control accuracy. In addition, the motor can achieve very fine torque control by adjusting the current, which is suitable for application scenarios that require frequent fine-tuning. The minimum adjustment unit of the hydraulic system is relatively large, making it difficult to achieve fine torque control. Therefore, compared with the hydraulic system, the motor system has higher control accuracy.

[0116] For example, when a vehicle is in emergency braking, it needs to quickly reduce the braking force of a certain wheel to prevent locking. The motor system can send instructions within a few milliseconds, and the motor immediately responds and adjusts the target driving force applied to the wheel. The delay of the whole process is short and the adjustment accuracy is high. When a hydraulic system is used, after the control system sends an instruction, the solenoid valve takes a certain amount of time to open, and the liquid pressure gradually decreases, which eventually leads to a reduction in the wheel braking force. There is a significant delay in this process, and due to the characteristics of the hydraulic system, it may not be possible to achieve the same control accuracy as the motor system.

[0117] In one implementation, the control method further includes: determining whether the vehicle is in an unstable state based on the steering parameters of the vehicle; wherein the unstable state includes vehicle oversteering and vehicle understeering; if the vehicle is in an unstable state, adjusting the target driving force of each wheel of the vehicle.

[0118] Among them, the steering parameters are used to measure the steering degree of the vehicle. The steering parameters include but are not limited to: the vehicle's yaw rate, the vehicle's lateral acceleration and the vehicle's tire sideslip angle, etc., which are further explained in combination with each steering parameter.

[0119] For example, the yaw rate indicates the rotation rate of the vehicle around the vertical axis, and the yaw rate of the vehicle can be detected by a yaw rate sensor. When the actual yaw rate of the vehicle is higher than the expected value, it means that the vehicle turns too sharply, that is, the vehicle oversteers; when the actual yaw rate of the vehicle is lower than the expected value, it means that the vehicle fails to fully respond to the steering input, and the front of the vehicle continues to move in a straight direction, that is, the vehicle understeers.

[0120] For example, lateral acceleration is used to measure the centrifugal force of a vehicle when turning; the lateral acceleration of the vehicle is detected by a lateral acceleration sensor. If the actual lateral acceleration of the vehicle is higher than the expected value, it means that the vehicle turns too sharply, that is, the vehicle oversteers. If the actual lateral acceleration of the vehicle is lower than the expected value, it means that the vehicle fails to fully respond to the steering input, that is, the vehicle understeers.

[0121] Exemplarily, through a tire slip angle sensor or indirect calculation (such as based on wheel speed and steering angle); if the rear wheel slip angle of the vehicle is large, it means that the rear wheel has lost grip, that is, the vehicle is oversteering; if the front wheel slip angle of the vehicle is large, it means that the front wheel has insufficient grip, that is, the vehicle is understeering.

[0122] In an embodiment of the present application, based on the steering parameters of the vehicle, it is determined whether the vehicle is in an unstable state; if the vehicle is in an unstable state, it means that the target driving force cannot be used to control the vehicle to brake smoothly; therefore, the target driving force of each wheel is adjusted so that the vehicle can be controlled to brake smoothly through the adjusted target driving force.

[0123] In a possible implementation, if the steering parameter is greater than a first threshold, it is determined that the instability state indicates that the vehicle is oversteering; if the steering parameter is less than a second threshold, it is determined that the instability state indicates that the vehicle is understeering. The first threshold is greater than the second threshold.

[0124] Exemplarily, by determining a first threshold and a second threshold, it is determined whether the vehicle is in an unstable state. When the steering parameter of the vehicle is greater than or equal to the second threshold and less than or equal to the first threshold, it is determined that the vehicle is in a stable steering state. If the steering parameter of the vehicle is greater than the first threshold or the steering parameter is less than the second threshold, it is determined that the vehicle is in an unstable state. When the steering parameter of the vehicle is greater than the first threshold, the unstable state indicates that the vehicle is oversteering; when the steering parameter of the vehicle is less than the second threshold, the unstable state indicates that the vehicle is understeering.

[0125] For example, taking the steering parameter as yaw rate as an example, if the first threshold of the yaw rate is determined to be 4deg / s (degrees / second) and the second threshold of the yaw rate is 3deg / s according to the driver's operation; if the yaw rate sensor detects that the current actual yaw rate of the vehicle is 2deg / s, and the actual yaw rate is less than the second threshold, it is determined that the vehicle is in an unstable state, and the unstable state indicates that the vehicle is understeering. If the current actual yaw rate of the vehicle is detected to be 5deg / s, and the actual yaw rate is greater than the first threshold, it is determined that the vehicle is in an unstable state, and the unstable state indicates that the vehicle is oversteering.

[0126] It should be noted that the above is an example of the first threshold value, the second threshold value and the actual yaw rate of the vehicle, and the present application does not limit this.

[0127] Optionally, the current actual yaw rate and target yaw rate of the vehicle are obtained; by comparing the actual yaw rate with the target yaw rate, it is determined whether the vehicle is in an unstable state; if the actual yaw rate of the vehicle is greater than the target yaw rate, or the actual yaw rate of the vehicle is less than the target yaw rate, it is determined that the vehicle is in an unstable state. If the actual yaw rate of the vehicle is less than the target yaw rate of the vehicle, it is determined that the vehicle is understeering; if the actual yaw rate of the vehicle is greater than the target yaw rate of the vehicle, it is determined that the vehicle is oversteering.

[0128] Exemplarily, the actual yaw rate of the vehicle is the yaw rate of the vehicle measured in real time, for example, the actual yaw rate of the vehicle can be obtained by a yaw rate sensor installed in the vehicle, and the data of the yaw rate sensor can be read through the bus or interface of the vehicle. The target yaw rate of the vehicle can be understood as the theoretical yaw rate of the vehicle, that is, the target yaw rate represents the yaw rate that the vehicle should achieve under the current steering operation. The vehicle can calculate the target yaw rate of the vehicle according to the current vehicle speed, steering wheel angle and wheelbase of the vehicle, or determine the target yaw rate by calibrating the table based on the current vehicle speed and steering wheel angle.

[0129] Specifically, if the instability state indicates that the vehicle is oversteering, the target driving force of the outer wheels on the rear axle of the vehicle is increased, and the target driving force of the inner wheels on the rear axle is decreased; if the instability state indicates that the vehicle is understeering, the target driving force of the inner wheels on the front axle of the vehicle is increased, and the target driving force of the outer wheels on the front axle is decreased.

[0130] For example, when it is detected that the vehicle is in an unstable state, the target driving force of the front axle or the rear axle of the vehicle is adjusted in time, thereby adjusting the yaw moment of the vehicle to improve the stability of the vehicle when turning.

[0131] In an embodiment of the present application, if the unstable state indicates that the vehicle is oversteering, the target driving force of the outer wheel of the rear axle of the vehicle is controlled to increase, and the target driving force of the inner wheel of the rear axle is reduced, thereby reducing the vehicle's deflection angle to solve the problem of vehicle oversteering. If the unstable state indicates that the vehicle is understeering, the target driving force of the inner wheel of the front axle of the vehicle is controlled to increase, and the target driving force of the outer wheel of the front axle is reduced, thereby increasing the vehicle's deflection angle to solve the problem of vehicle understeering. Ensure that the target driving force of the wheel is adjusted when the vehicle is detected to be in an unstable state.

[0132] Optionally, a slip ratio threshold is obtained; when it is detected that the vehicle is in an unstable state and the target driving force of the wheel is adjusted, the target driving force of each wheel is limited according to the slip ratio threshold.

[0133] Specifically, if the instability state indicates that the vehicle is oversteering, when the target driving force of the outer wheel of the rear axle of the vehicle is controlled to increase, it is ensured that the slip rate of the outer wheel of the rear axle is less than the slip rate threshold; if the slip rate of the outer wheel of the rear axle is detected to be greater than or equal to the slip rate threshold, the target driving force of the outer wheel of the rear axle is limited. If the instability state indicates that the vehicle is understeering, when the target driving force of the inner wheel of the front axle of the vehicle is controlled to increase, it is ensured that the slip rate of the inner wheel of the front axle is less than the slip rate threshold; if the slip rate of the inner wheel of the front axle is detected to be greater than or equal to the slip rate threshold, the target driving force of the inner wheel of the front axle is limited.

[0134] It should be noted that when the slip rate of the wheel is too high, it may cause the vehicle to lose control. Therefore, the target driving force of each wheel is limited by the slip rate threshold to ensure that the slip rate of each wheel does not exceed the slip rate threshold, thereby avoiding vehicle loss of control and improving the stability of the vehicle when driving on low-adhesion roads.

[0135] In the above embodiment, if it is detected that the vehicle has a tendency to lock, the target driving force of the target motor is determined according to the hydraulic braking force of each wheel and the target braking force; and the hydraulic braking force is controlled to be reset to zero, and the target motor is controlled to rotate in the opposite direction by the target driving force. Since the hydraulic system of the vehicle responds slowly, the pressure regulating accuracy of the pressure increasing and reducing valve is low; therefore, when the vehicle is braked by the hydraulic braking force, the braking distance of the vehicle is longer. This solution controls the hydraulic braking force to be reset to zero, and controls the target motor to reverse according to the target driving force; when the vehicle brakes, since the braking control by the target motor has a faster response speed and higher control accuracy than the hydraulic braking control, it can avoid a long braking distance during braking, thereby shortening the braking distance of the vehicle.

[0136] Figure 3 It is a schematic flow chart of a vehicle control method provided in an embodiment of the present application.

[0137] Figure 3 The method 300 shown may be performed by Figure 1 The vehicle 110 is shown executed; or may be executed by a processor or chip in the vehicle.

[0138] like Figure 3 The vehicle control method 300 shown includes S301 to S311, and S301 to S311 are described in detail below.

[0139] S301, determining the vehicle braking force request and the wheel hydraulic braking force based on the brake pedal opening.

[0140] For example, the sensor at the brake pedal converts the position of the brake pedal into an electrical signal, which can be an analog voltage or a digital signal, and then transmits it to the vehicle; after receiving the signal from the sensor, the electronic control unit converts it into the percentage of the brake pedal opening, for example, 0% means the pedal is completely released, and 100% means the pedal is fully depressed. The electronic control unit stores a preset mapping table, which includes the corresponding relationship between different brake pedal openings and braking force requests. The mapping table is usually established through a large amount of test data and vehicle dynamics models.

[0141] It should be noted that the relationship between the brake pedal opening and the braking force request is usually nonlinear. For example, in the initial stage, the pedal opening is small and the braking force increases slowly; as the pedal opening increases, the braking force increases faster.

[0142] Exemplarily, the vehicle can obtain the hydraulic braking force on each wheel through a brake pressure sensor installed on the brake line of each wheel.

[0143] Optionally, the implementation of S301 can refer to Figure 2 The relevant description of S210 is not repeated here.

[0144] S302: Determine a target slip ratio according to the braking force request and the road adhesion coefficient.

[0145] Exemplarily, the target slip ratio is determined according to the braking force request and the road adhesion coefficient; wherein the target slip ratio is positively correlated with the braking force request of the vehicle, and the target slip ratio is negatively correlated with the road adhesion coefficient of the vehicle.

[0146] S303, whether the current slip rate of the vehicle is greater than the target slip rate; if so, execute S304; if not, execute S306.

[0147] Exemplarily, it is determined whether the current slip ratio of the vehicle is greater than the target slip ratio; if so, the first braking force is determined according to the target slip ratio; if the current slip ratio is less than or equal to the target slip ratio, the braking force request is decomposed to obtain the target braking force.

[0148] S304: Determine a first braking force according to the target slip ratio.

[0149] For example, if the current slip ratio of the vehicle is greater than the target slip ratio, it indicates that the vehicle is currently at risk of losing control; therefore, it is necessary to limit the braking force request, that is, determine the first braking force according to the target slip ratio.

[0150] For example, a second mapping relationship is obtained, where the second mapping relationship is used to represent the correspondence between different slip ratios and braking forces; and a first braking force corresponding to the target slip ratio is determined according to the second mapping relationship and the target slip ratio.

[0151] S305: Decompose the first braking force to obtain a target braking force.

[0152] Exemplarily, the first braking force is decomposed to obtain the target braking force.

[0153] In one implementation, when the total braking force is distributed to each wheel, the target braking force of each wheel can be determined according to the effective area of ​​each wheel in the wheel cylinder.

[0154] Optionally, a static braking force distribution ratio can be pre-set based on the vehicle's weight distribution and tire characteristics; or the braking force distribution can be dynamically adjusted based on the vehicle's real-time status (such as speed, acceleration, lateral force, etc.), for example, the braking force distribution ratio of each wheel of the vehicle can be determined based on the vehicle's lateral force used for ground adhesion.

[0155] S306: Decompose the braking force request to obtain a target braking force.

[0156] Exemplarily, if the current slip ratio of the vehicle is less than or equal to the target slip ratio, it indicates that there is no risk of vehicle loss of control at present; therefore, the target braking force is determined according to the braking force request.

[0157] The implementation of S302 to S306 can be found in Figure 2 The relevant description of determining the target braking force in S220 is not repeated here.

[0158] S307, whether there is a tendency for the wheels to lock; if so, execute S308.

[0159] Exemplarily, determine whether the wheels of the vehicle have a tendency to lock; if the wheels have a tendency to lock, determine a first difference between the target braking force of each wheel and the hydraulic braking force; if the vehicle has no tendency to lock, brake the vehicle using the hydraulic braking force of the hydraulic system.

[0160] Exemplarily, by monitoring the speed of each wheel in the vehicle, it is determined whether the vehicle has a tendency to lock. If it is detected that the speed of at least one wheel decreases significantly, it is determined that the vehicle has a tendency to lock.

[0161] S308: Determine a first difference between the target braking force of each wheel and the hydraulic braking force.

[0162] S309: Determine the first difference as the target driving force.

[0163] Exemplarily, if the vehicle has a locking tendency, a first difference between the target braking force and the hydraulic braking force is determined, and the first difference is determined as the target driving force.

[0164] Optionally, the implementation of S307 to S309 can refer to Figure 2 The relevant description of S230 is not repeated here.

[0165] S310, controlling the hydraulic braking force to be cleared, and controlling the target motor to rotate in a target direction based on the target driving force.

[0166] Among them, the target direction is opposite to the direction of motor rotation when the vehicle moves forward.

[0167] For example, due to the slow response of the hydraulic system and the low pressure regulation accuracy of the pressure increasing and decreasing valves, when the vehicle has a tendency to lock, if the vehicle is braked through the hydraulic system, the vehicle braking distance may be longer; therefore, the hydraulic braking force of the vehicle is controlled to zero, and the target motor is controlled to rotate in the target direction based on the target driving force.

[0168] Optionally, the implementation of S310 can refer to Figure 2 The relevant description of S240 is not repeated here.

[0169] S311: If it is detected that the vehicle is in an unstable state, the target driving force of each wheel of the vehicle is adjusted.

[0170] Exemplarily, based on the steering parameters of the vehicle, it is determined whether the vehicle is in an unstable state, and the target parameters include the vehicle's yaw rate, the vehicle's lateral acceleration, and the vehicle's tire sideslip angle.

[0171] In the embodiment of the present application, the target driving force is determined by the first difference between the target braking force and the hydraulic braking force, ensuring that the actual execution value of the braking force request remains unchanged, thereby ensuring that the vehicle can provide a continuous and stable braking force to achieve the vehicle's braking force request. By controlling the hydraulic braking force to be reset and controlling the target motor to reverse according to the target driving force, the problem of a long braking distance when the hydraulic system is braked is solved.

[0172] Combination of the above Figures 1 to 3 The vehicle control method provided by the embodiment of the present application is described in detail; Figure 4 and Figure 5 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.

[0173] Figure 4 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application.

[0174] For example, Figure 4 As shown, the vehicle control device 400 includes:

[0175] An acquisition module 410, configured to acquire the hydraulic braking force of each wheel in the vehicle when a braking force request of the vehicle is detected;

[0176] A first determination module 420, configured to determine a target braking force of each wheel based on a braking force request of the vehicle;

[0177] A second determination module 430 is used to determine the target driving force of the target motor corresponding to each wheel based on the hydraulic braking force of each wheel and the target braking force of each wheel if a locking tendency of the vehicle is detected;

[0178] The control module 440 is used to control the hydraulic braking force of each wheel to be cleared, and to control the target motor to rotate in the opposite direction based on the target driving force, so as to execute the braking force request of the vehicle.

[0179] Optionally, as an embodiment, the second determination module 430 is specifically used to: if it is detected that the vehicle has a locking tendency, determine a first difference between the target braking force of each wheel and the hydraulic braking force of each wheel; and determine the target driving force based on the first difference.

[0180] Optionally, as an embodiment, it also includes a third determination module, which is used to determine the target slip rate of the vehicle and the current slip rate of the vehicle; the first determination module 420 is specifically used to determine the target braking force of each wheel based on the target slip rate, the current slip rate and the braking force request.

[0181] Optionally, as an embodiment, the first determination module 420 is specifically used to: if the current slip rate is less than or equal to the target slip rate, decompose the braking force request to obtain the target braking force of each wheel; if the current slip rate is greater than the target slip rate, decompose the first braking force corresponding to the target slip rate to obtain the target braking force of each wheel.

[0182] Optionally, as an embodiment, it also includes a fourth determination module, which is used to: determine whether the vehicle is in an unstable state based on the steering parameters of the vehicle; wherein the unstable state includes vehicle oversteering and vehicle understeering; the control module 440 is also used to: if the vehicle is in an unstable state, adjust the target driving force of each wheel of the vehicle.

[0183] Optionally, as an embodiment, the control module 440 is also used to: if the instability state indicates that the vehicle is oversteering, control the target driving force of the outer wheels on the rear axle of the vehicle to increase, and reduce the target driving force of the inner wheels on the rear axle; if the instability state indicates that the vehicle is understeering, control the target driving force of the inner wheels on the front axle of the vehicle to increase, and reduce the target driving force of the outer wheels on the front axle.

[0184] Optionally, as an embodiment, the fourth determination module is specifically used to: if the steering parameter is greater than a first threshold, determine that the instability state indicates that the vehicle is oversteering; if the steering parameter is less than a second threshold, determine that the instability state indicates that the vehicle is understeering.

[0185] It should be noted that the above vehicle control device is embodied 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.

[0186] 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.

[0187] 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.

[0188] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0189] Exemplarily, vehicle 500 includes: a processor 510 , a memory 520 , and executable program code 530 .

[0190] Exemplarily, the vehicle 500 includes one or more processors 510, which can support the vehicle 500 to implement the vehicle control method in the method embodiment. The processor 510 can be a general-purpose processor or a special-purpose processor. For example, the processor 510 can be a central processing unit (CPU), a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic devices, such as discrete gates, transistor logic devices, or discrete hardware components.

[0191] Exemplarily, the processor 510 may be used to control the vehicle 500, execute software programs, and process data of the software programs. The vehicle 500 may also include a communication unit to implement input (reception) and output (transmission) of signals.

[0192] Exemplarily, the vehicle 500 may include one or more memories 520 on which executable program code 530 is stored. The executable program code 530 can be executed by the processor 510 to generate instructions so that the processor 510 executes the vehicle control method described in the above method embodiment according to the instructions.

[0193] Optionally, data may be stored in the memory 520. Optionally, the processor 510 may read data stored in the memory 520, which may be stored at the same storage address as the executable program code 530, or may be stored at a different storage address from the executable program code 530.

[0194] Exemplarily, the processor 510 and the memory 520 may be provided separately or integrated together, for example, integrated on a system on chip (SOC) of the terminal device.

[0195] Exemplarily, the memory 520 can be used to store relevant programs of the vehicle control method provided in the embodiment of the present application, and the processor 520 can be used to call the executable program code 530 stored in the memory 520 when controlling the vehicle to execute the vehicle control method of the embodiment of the present application; for example, when a braking force request of the vehicle is detected, the hydraulic braking force of each wheel in the vehicle is obtained; based on the braking force request of the vehicle, the target braking force of each wheel is determined; if it is detected that the vehicle has a locking tendency, based on the hydraulic braking force of each wheel and the target braking force of each wheel, the target driving force of the target motor corresponding to each wheel is determined; the hydraulic braking force of each wheel is controlled to be cleared, and the target motor is controlled to rotate in the opposite direction based on the target driving force to execute the braking force request of the vehicle.

[0196] The present application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the vehicle control method of any of the aforementioned embodiments.

[0197] 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 (Digital Video Disc, DVD), compact disc read-only memory (Compact Disc Read-Only Memory, CD-ROM), microdrives and magneto-optical disks, read-only memory (Read-Only Memory, ROM), random access memory (Random Access Memory, RAM), erasable programmable read-only memory (Erasable Programmable Read-Only Memory, EPROM), electrically erasable programmable read only memory (Electrically Erasable Programmable read only memory, EEPROM), dynamic random access memory (Dynamic Random Access Memory, DRAM), video random access memory (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.

[0198] 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 in the above-mentioned embodiment.

[0199] In addition, the vehicle provided in the embodiments of the present application may specifically be a chip, component or module, and the vehicle may include a connected processor and memory; wherein the memory is used to store instructions, and when the vehicle is running, the processor may call and execute instructions so that the chip executes a vehicle control method in the above embodiments.

[0200] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding vehicle control method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding vehicle control method provided above, and will not be repeated here.

[0201] 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.

[0202] 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.

[0203] 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: When a braking force request of the vehicle is detected, obtaining the hydraulic braking force of each wheel in the vehicle; determining a target braking force for each wheel based on a braking force request for the vehicle; If it is detected that the vehicle has a locking tendency, determining a target driving force of a target motor corresponding to each wheel based on the hydraulic braking force of each wheel and the target braking force of each wheel; The hydraulic braking force of each wheel is controlled to be cleared, and the target motor is controlled to rotate in the reverse direction based on the target driving force, so as to execute the braking force request of the vehicle.

2. The method according to claim 1, characterized in that The determining the target driving force of the target motor corresponding to each wheel based on the hydraulic braking force of each wheel and the target braking force of each wheel includes: If it is detected that the vehicle has the locking tendency, determining a first difference between the target braking force of each wheel and the hydraulic braking force of each wheel; Based on the first difference, the target driving force is determined.

3. The method according to claim 1, characterized in that Also includes: determining a target slip ratio of the vehicle and a current slip ratio of the vehicle; The determining the target braking force of each wheel based on the braking force request of the vehicle includes: A target braking force for each wheel is determined based on the target slip ratio, the current slip ratio, and the braking force request.

4. The method according to claim 3, characterized in that The determining the target braking force of each wheel based on the target slip ratio, the current slip ratio and the braking force request includes: If the current slip ratio is less than or equal to the target slip ratio, decomposing the braking force request to obtain the target braking force of each wheel; If the current slip ratio is greater than the target slip ratio, the first braking force corresponding to the target slip ratio is decomposed to obtain the target braking force of each wheel.

5. The method according to any one of claims 1 to 4, characterized in that Also includes: Based on the steering parameters of the vehicle, determining whether the vehicle is in an unstable state; wherein the unstable state includes vehicle oversteering and vehicle understeering; If the vehicle is in the unstable state, the target driving force of each wheel of the vehicle is adjusted.

6. The method according to claim 5, characterized in that If the vehicle is in the unstable state, adjusting the target driving force of each wheel of the vehicle includes: If the unstable state indicates that the vehicle is oversteering, controlling the target driving force of the rear axle outer wheels of the vehicle to increase, and controlling the target driving force of the rear axle inner wheels to decrease; If the unstable state indicates that the vehicle is understeering, the target driving force of the wheels on the inner side of the front axle of the vehicle is controlled to increase, and the target driving force of the wheels on the outer side of the front axle is controlled to decrease.

7. The method according to claim 5, characterized in that The determining whether the vehicle is in an unstable state based on the steering parameter of the vehicle includes: If the steering parameter is greater than a first threshold, determining that the instability state indicates that the vehicle is oversteering; If the steering parameter is less than a second threshold, it is determined that the instability condition indicates that the vehicle is understeering.

8. A vehicle control device, characterized in that: The device comprises: An acquisition module, configured to acquire the hydraulic braking force of each wheel in the vehicle when a braking force request of the vehicle is detected; A first determination module, configured to determine a target braking force of each wheel based on a braking force request of the vehicle; a second determination module, configured to determine, if it is detected that the vehicle has a locking tendency, a target driving force of a target motor corresponding to each wheel based on the hydraulic braking force of each wheel and the target braking force of each wheel; The control module is used to control the hydraulic braking force of each wheel to be cleared, and to control the target motor to rotate in the opposite direction based on the target driving force, so as to execute the braking force request of the vehicle.

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

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 7 is implemented.

Images