Vehicle control methods, vehicle control devices, vehicles and storage media

Abstract

This application provides a vehicle control method, a vehicle control device, a vehicle, and a storage medium. The method includes: upon detecting a braking force request from the vehicle, acquiring the hydraulic braking forces of each wheel in the vehicle; determining the target braking force of each wheel based on the vehicle's braking force request; if a tendency for the vehicle to lock up is detected, determining the target driving force of the target motor corresponding to each wheel based on the hydraulic braking forces and the target braking forces of each wheel; controlling the hydraulic braking forces of each wheel to be 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. This method can shorten the braking distance of the vehicle when braking is detected on a low-traction road surface.

Description

Technical Field

[0001] This 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 Technology

[0002] When a vehicle is traveling on a low-traction road surface, wheel lock-up is likely to occur during braking. Current technology primarily uses the vehicle's anti-lock braking system (ABS) to prevent wheel lock-up.

[0003] The ABS system changes the slip ratio by controlling the pressure increase and decrease of the wheel cylinders through the inlet and outlet valves of the wheel cylinder hydraulic system; however, due to the slow response of the hydraulic system and the low pressure adjustment accuracy of the pressure increase and decrease valves, the braking distance is longer when the vehicle is braking on low-traction road surfaces.

[0004] Therefore, shortening the braking distance when a vehicle brakes on a low-traction surface is a technical problem that needs to be solved. Summary of the Invention

[0005] This application provides a vehicle control method, a vehicle control device, a vehicle, and a storage medium. When the method detects that the vehicle is prone to locking up, it controls the hydraulic braking force to be zero 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 long braking distance when the hydraulic system brakes, and thus shortening the vehicle's braking distance.

[0006] Firstly, a vehicle control method is provided, the method comprising:

[0007] When a braking force request is detected from the vehicle, the hydraulic braking force of each wheel in the vehicle is acquired.

[0008] Based on the vehicle's braking force request, determine the target braking force for each wheel.

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

[0010] The hydraulic braking force of each wheel is reset to zero, and the target motor is reversed based on the target driving force to execute the vehicle's braking force request.

[0011] In the embodiments of this application, if a tendency for the vehicle to lock up is detected, the target driving force of the target motor is determined based on the hydraulic braking force of each wheel and the target braking force; and the hydraulic braking force is controlled to be zeroed, and the target motor is controlled to rotate in reverse by the target driving force. Compared with the prior art where the braking distance is relatively long when braking the vehicle by hydraulic braking force, this solution controls the hydraulic braking force to be 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 braking, since braking control by the target motor has a faster response speed and higher control accuracy than hydraulic braking control, it can avoid a long braking distance, thereby shortening the vehicle's braking distance.

[0012] In conjunction with the first aspect, in certain implementations of the first aspect, the target driving force of the 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, including:

[0013] If a tendency for the vehicle to lock up is detected, determine the first difference between the target braking force of each wheel and the hydraulic braking force of each wheel.

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

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

[0016] In the embodiments of this application, since the target braking force represents the braking force that each wheel needs to achieve when the braking force request is fulfilled, 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 when braking the vehicle. 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 continuous and stable braking force to fulfill the vehicle's braking force request.

[0017] In conjunction with the first aspect and the above implementation methods, some implementation methods of the first aspect also include:

[0018] Determine the vehicle's target slip ratio and current slip ratio;

[0019] Based on the vehicle's braking force request, determine the target braking force for each wheel, including:

[0020] Based on the target slip ratio, the current slip ratio, and the braking force request, determine the target braking force for each wheel.

[0021] In the embodiments of this application, the target braking force for each wheel is determined based on the vehicle's target slip ratio, current slip ratio, and braking force request; the slip ratio represents the proportion of wheel slippage during the vehicle's wheel movement. Since an excessively large slip ratio may lead to loss of vehicle control and make steering impossible, a suitable target braking force is determined based on the current slip ratio, target slip ratio, and braking force request to prevent loss of vehicle control.

[0022] Combining the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the target braking force of each wheel is determined based on the target slip ratio, the current slip ratio, and the braking force request, including:

[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 for 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 for each wheel.

[0025] In the embodiments of this 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 between wheel driving force, wheel inertial force, and ground adhesion, the target braking force determined according to the target slip ratio can ensure the vehicle's balance; thus, the vehicle's stability is ensured when controlling the vehicle braking through the target braking force.

[0026] In conjunction with the first aspect and the above implementation methods, some implementation methods of the first aspect also include:

[0027] Based on the vehicle's steering parameters, determine whether the vehicle is in an unstable state; where instability includes oversteering and understeering.

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

[0029] In the embodiments of this application, the vehicle is determined to be in an unstable state based on the vehicle's steering parameters; if the vehicle is in an unstable state, it means that the vehicle cannot be controlled to brake smoothly by the target driving force at present; therefore, the target driving force of each wheel is adjusted so that the vehicle can be controlled to brake smoothly by the adjusted target driving force.

[0030] In conjunction with the first aspect and the above implementation methods, in some implementation methods of the first aspect, if the vehicle is in an unstable state, the target driving force of each wheel of the vehicle is adjusted, including:

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

[0032] If the instability condition indicates that the vehicle is understeering, the target driving force of the inner front axle wheel increases and the target driving force of the outer front axle wheel decreases.

[0033] In embodiments of this application, if an instability state indicates oversteer, the target driving force of the outer rear axle wheels is increased, while the target driving force of the inner rear axle wheels is decreased, thereby reducing the vehicle's yaw angle to address the oversteer problem. If an instability state indicates understeer, the target driving force of the inner front axle wheels is increased, while the target driving force of the outer front axle wheels is decreased, thereby increasing the vehicle's yaw angle to address the understeer problem. This ensures that the target driving force of the wheels is adjusted when an instability state is detected.

[0034] Combining the first aspect and the above implementation methods, in some implementation methods of the first aspect, determining whether the vehicle is in an unstable state based on the vehicle's steering parameters includes:

[0035] If the steering parameters are greater than the first threshold, an instability condition is determined, indicating that the vehicle is oversteering.

[0036] If the steering parameters are less than the second threshold, an instability condition is determined, indicating that the vehicle is understeering.

[0037] In the embodiments of this application, if the steering parameter is greater than a first threshold, it indicates that the vehicle's steering parameter is too large, and thus 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 an instability state indicates that the vehicle's steering parameter is too small, and thus an instability state is determined to indicate that the vehicle is understeering.

[0038] Secondly, a vehicle control device is provided, the device comprising:

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

[0040] The first determining module is used to determine the target braking force for each wheel based on the vehicle's braking force request.

[0041] The second determining module is used to determine the target driving force of the target motor corresponding to each wheel based on the hydraulic braking force and the target braking force of each wheel if a tendency to lock up is detected in the vehicle.

[0042] The control module is used to control the hydraulic braking force of each wheel to zero, and to control the target motor to rotate in reverse based on the target driving force in order to execute the vehicle's braking force request.

[0043] In conjunction with the second aspect, in some implementations of the second aspect, the second determining module is specifically used for: if a tendency for the vehicle to lock up is detected, determining a first difference between the target braking force of each wheel and the hydraulic braking force of each wheel; and determining the target driving force based on the first difference.

[0044] In conjunction with the second aspect and the above implementation methods, some implementation methods of the second aspect also include a third determining module, which is used to: determine the target slip ratio of the vehicle and the current slip ratio of the vehicle; the first determining module is specifically used to: determine the target braking force of each wheel based on the target slip ratio, the current slip ratio and the braking force request.

[0045] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the first determining module is specifically used for: 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 for each wheel; if the current slip ratio is greater than the target slip ratio, decomposing the first braking force corresponding to the target slip ratio to obtain the target braking force for each wheel.

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

[0047] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the control module is further configured to: if the instability state indicates that the vehicle is oversteer, control the target driving force of the outer rear axle wheel of the vehicle to increase and the target driving force of the inner rear axle wheel to decrease; if the instability state indicates that the vehicle is understeer, control the target driving force of the inner front axle wheel of the vehicle to increase and the target driving force of the outer front axle wheel to decrease.

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

[0049] Thirdly, a vehicle is provided, including a memory and a processor, the memory for storing executable program code, and the processor for calling and running the executable program code from the memory, causing the vehicle to perform the methods of the first aspect or any possible implementation thereof.

[0050] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0051] Fifthly, a computer-readable storage medium is provided that stores a computer program, which, when executed, implements the method described in the first aspect or any possible implementation thereof. Attached Figure Description

[0052] Figure 1 This is a schematic diagram of a scenario provided in an embodiment of this application;

[0053] Figure 2 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0054] Figure 3 This is a schematic flowchart of another vehicle control method provided in an embodiment of this application;

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

[0056] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0057] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0058] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting 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 that feature.

[0059] When a vehicle is traveling on a low-traction road surface, wheel lock-up is likely to occur during braking. Current technology primarily uses the vehicle's anti-lock braking system (ABS) to prevent wheel lock-up.

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

[0061] The wheel speed sensors in the ABS system monitor the rotational speed of each wheel in real time. If a sudden drop in the rotational speed of a wheel is detected, it indicates that the wheel is about to lock up. When wheel lockup is detected, the ABS controller closes the inlet valve, preventing the master cylinder from continuing to supply high-pressure hydraulic oil to the wheel cylinder; this prevents the pressure in the wheel cylinder from continuing to increase, thus avoiding complete wheel lockup. At the same time, the ABS controller opens the outlet valve, allowing some of the hydraulic oil in the wheel cylinder to flow back into the reservoir, reducing the pressure in the wheel cylinder, lessening the braking force, and allowing the wheel to start rotating again. After the wheel starts rotating again, the ABS controller closes the outlet valve to maintain the current pressure level, thereby maintaining appropriate braking force and keeping the wheel within the optimal slip ratio range.

[0062] However, due to issues such as slow response of the hydraulic system and low pressure adjustment accuracy of the pressure boosting valve—for example, the hydraulic system's slow response to rapid changes and inability to adjust pressure immediately, and the insufficient precision of the pressure boosting valve in adjusting pressure—pressure control may be inaccurate, resulting in longer braking distances when braking on low-traction surfaces. Therefore, shortening the braking distance when braking on low-traction surfaces is a technical problem that needs to be solved.

[0063] In view of this, this application provides a vehicle control method, a vehicle control device, a vehicle, and a storage medium. Through the embodiments of this application, when a tendency for a vehicle to lock up is detected, the hydraulic braking force is controlled to be zero 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 a hydraulic system, and thus shortening the vehicle's braking distance.

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

[0065] like Figure 1 As shown, scenario 100 includes vehicle 110; as Figure 1 As shown in (a), when the vehicle is in motion, the motors of each wheel rotate clockwise to drive the vehicle forward. Figure 1 As shown in (b), when the motor of the wheel in the vehicle rotates counterclockwise, that is, when the motor rotates in the opposite direction, the motor of the vehicle transmits the mechanical resistance inside the motor to the wheel so as to brake the wheel.

[0066] It should be noted that forward rotation of the motor indicates the direction of rotation when the motor drives the vehicle forward during normal driving, while reverse rotation is the opposite of the direction of rotation of the motor when the vehicle is moving forward.

[0067] Figure 2 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0068] For example, Figure 2 The method 200 shown can be derived from Figure 1 The vehicle 110 shown is executing the command; or it 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, which are described in detail below.

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

[0071] For example, a vehicle's braking system mainly includes a brake pedal, a master cylinder, brake lines, brake calipers, and an electronic control unit. The brake pedal is the input device for applying braking force; the master cylinder converts the mechanical force of the brake pedal into hydraulic pressure; the brake lines transmit the hydraulic pressure to the brake calipers at each wheel; the brake calipers clamp the brake discs and generate friction to slow the vehicle down; and the electronic control unit monitors and controls the operation of the entire braking system.

[0072] For example, the vehicle determines the braking force request based on the opening of the brake pedal. The hydraulic braking force of each wheel represents the braking force applied to each wheel through the vehicle's hydraulic braking system. The vehicle can obtain the hydraulic braking force of each wheel through brake pressure sensors installed on the brake lines of each wheel and feed the hydraulic braking force data back to the vehicle's electronic control unit.

[0073] For example, when a vehicle is braking, the driver presses the brake pedal, which applies braking force. After the brake pedal is pressed, the vehicle's master cylinder converts the mechanical force of the brake pedal into hydraulic pressure, which is then transmitted to each wheel through the brake lines.

[0074] S220 determines the target braking force for each wheel based on the vehicle's braking force request.

[0075] For example, the vehicle determines its braking force request (total braking force) based on the opening of the brake pedal. The total braking force corresponding to the braking force request is then distributed to each wheel to obtain the target braking force for each wheel.

[0076] In one implementation, when distributing the total braking force to each wheel, the target braking force of each wheel can be determined based on the effective area of ​​each wheel in the brake wheel cylinder.

[0077] For example, since the brake line pressure is consistent when braking a vehicle, the larger the effective area of ​​a wheel in the brake wheel cylinder, the greater the target braking force distributed to that wheel. For instance, if the front wheels (including the left and right front wheels) account for 60% of the effective area in the brake wheel cylinder, and the rear wheels (including the left and right rear wheels) account for 40%, then the front wheels account for 60% of the total braking force, and the rear wheels account for 40%. Based on this proportion, a 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 preset 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 and a current slip ratio of the vehicle are determined; based on the target slip ratio, the current slip ratio, and the braking force request, a target braking force for each wheel is determined.

[0081] For example, when determining the target slip ratio of a vehicle, it can be determined based on the vehicle's braking force request and the current road surface adhesion coefficient; wherein the target slip ratio is positively correlated with the vehicle's braking force request and negatively correlated with the vehicle's road surface adhesion coefficient. Alternatively, a pre-set target slip ratio can be obtained.

[0082] For example, a first mapping relationship is obtained, which represents the mapping relationship between a first target parameter and a target slip ratio. The first target parameter includes the braking force request and the road surface adhesion coefficient. Based on the first mapping relationship and the first target parameter, the target slip ratio corresponding to the first target parameter is determined; wherein, the larger the braking force request, the larger the target slip ratio; and the smaller the road surface adhesion coefficient, the larger the target slip ratio.

[0083] In one implementation, the target slip ratio is limited to less than a set threshold to avoid an excessively high slip ratio, which would result in low directional stability of the vehicle and affect its safety.

[0084] For example, slip ratio represents the proportion of wheel slippage during the movement of a vehicle's wheels. The current slip ratio of a vehicle can be determined by obtaining the current vehicle speed and the wheel speeds of each wheel in the vehicle.

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

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

[0087] Where s represents the vehicle's slip ratio, u represents the vehicle's speed, and u w This indicates the wheel speed.

[0088] For example, if a vehicle is currently traveling at 50 km / h and the driver suddenly brakes, causing the speed of one wheel to drop to 40 km / h, then the vehicle's slip ratio is (vehicle speed - wheel speed) ÷ vehicle speed = 0.2. Calculations show that when the vehicle speed is 50 km / h and the wheel speed is 40 km / h, the vehicle's slip ratio is 0.2, or 20%.

[0089] It should be noted that the above are illustrative examples of vehicle speed and wheel speed, and this application does not limit them.

[0090] For example, the target braking force for each wheel is determined based on the vehicle's target slip ratio, current slip ratio, and braking force request. Since an excessively high slip ratio may cause the vehicle to deviate from its preset path, posing a risk of loss of control, a suitable target braking force is determined based on the current slip ratio, target slip ratio, and braking force request to prevent wheel lock-up and avoid complete wheel lock-up leading to loss of vehicle 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 for 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 for 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 can maintain the force balance between wheel driving force, wheel inertial force, and ground adhesion, the target braking force determined according to the target slip ratio can ensure the vehicle's balance and ensure that the vehicle can be smoothly braked by controlling it through the target braking force.

[0093] For example, if the target slip ratio is 25%, and the current slip ratio is calculated to be 20% based on the vehicle's speed and wheel speed, which is less than the target slip ratio, then the braking force request corresponding to the driver's operation is decomposed to obtain the target braking force required for each wheel. If the current slip ratio is 30%, which is greater than the target slip ratio, it indicates a risk of loss of control. Therefore, a first braking force corresponding to the target slip ratio is determined, and this first braking force is decomposed to obtain the target braking force required for each wheel. The first braking force is less than the braking force request, ensuring that by reducing the vehicle's braking force, the current slip ratio is reduced, thereby avoiding the risk of loss of control.

[0094] It should be noted that the above are illustrative examples of the target slip ratio and the current slip ratio; this application does not impose any specific limitations on them.

[0095] S230: If a tendency for the vehicle to lock up is detected, the target driving force of the 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, a vehicle can use its ABS system to monitor for a tendency to lock up; for instance, the vehicle's ABS system determines whether a vehicle is prone to lock up by monitoring the speed of each wheel in the vehicle. If a significant decrease in the speed of at least one wheel is detected, it is determined that the vehicle is prone to lock up.

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

[0098] If a tendency for the vehicle to lock up is detected, the first difference between the target braking force and the hydraulic braking force of each wheel is determined; based on the first difference, the target driving force is determined.

[0099] For example, the target driving force is determined based on a first difference between the target braking force and the hydraulic braking force. Since the target braking force represents the braking force required for each wheel to achieve the braking force request; that is, 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. 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; this ensures that the actual executed value of the braking force request remains unchanged, thereby ensuring that the vehicle can provide continuous and stable braking force to achieve the vehicle's braking force request.

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

[0101] It should be noted that the above are examples illustrating the target braking force and hydraulic braking force, and this application does not limit them.

[0102] Optionally, if the vehicle does not have a tendency to lock up, the vehicle can be braked based on the hydraulic braking force of each wheel to achieve the vehicle's braking force request.

[0103] For example, the hydraulic braking force of each wheel is determined based on the target braking force of each wheel; that is, the target braking force required by each wheel of the vehicle is provided through hydraulic braking force.

[0104] It should be noted that, to prevent complete wheel lock-up, the ABS system periodically releases braking force when it detects a tendency for the vehicle to lock up, causing a halt in braking. When the vehicle does not show a tendency to lock up, periodic release of braking force is unnecessary. When the vehicle brakes via the hydraulic system, there is no issue of increased braking distance; therefore, braking is controlled based on the hydraulic braking force of each wheel.

[0105] S240 controls the hydraulic braking force of each wheel to zero, and controls the target motor to rotate in the opposite direction based on the target driving force to execute the vehicle's braking force request.

[0106] For example, the hydraulic braking force of each wheel is controlled to be 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 determined based on the difference between the target braking force and the hydraulic braking force, after the hydraulic braking force is controlled to be zero, the target driving force of the vehicle is the same as the target braking force.

[0107] For example, if the target braking force for each wheel is 2000N, before the hydraulic braking force is reset to zero, the hydraulic braking force is 800N, and the target driving force is 1200N; after the hydraulic braking force is reset to zero, the target driving force is 2000N. At this time, the vehicle drives the motor to rotate in the opposite direction using the target driving force to achieve the vehicle's braking force request.

[0108] For example, the target motor is controlled to rotate in the opposite direction based on the target driving force, that is, the reverse driving force is applied through the target motor of the vehicle; wherein, the reverse rotation of the target motor means that the reverse torque is generated through the power system such as the motor and the transmission, and the direction of the reverse rotation is opposite to the direction of the motor rotation when the vehicle is moving forward.

[0109] For example, when a vehicle is driving normally, the target motor rotates clockwise to drive the vehicle forward; therefore, rotating the target motor in the opposite direction means rotating it counterclockwise. Conversely, if the target motor rotates counterclockwise to drive the vehicle forward, then rotating the target motor in the opposite direction means rotating it clockwise.

[0110] It's important to note that the target driving force (reverse driving force) is different from the vehicle's braking force. The vehicle's reverse driving force is generated by the engine and transmission system; the reverse driving torque is transmitted to the wheels through the mechanical resistance within the motor, causing the wheels to brake. The vehicle's braking force, on the other hand, is generated by the braking system (such as a brake system) and is the torque used to slow or stop the vehicle. The braking torque acts directly on the wheels, using friction to decelerate or stop them.

[0111] For example, the hydraulic braking force of each wheel is reset to zero, and the target motor is controlled to rotate in reverse based on the target driving force, so as to quickly switch the braking force actuator from the hydraulic system to the four-wheel motor. The target driving force is applied through the four-wheel motor, and the driving motor reverses to execute the braking force request.

[0112] Optionally, when controlling the hydraulic braking force of each wheel to zero, the hydraulic braking force can be reduced according to the calibration gradient, while the target driving force of each wheel can be increased according to the calibration gradient; and the amount of reduction in hydraulic braking force is the same as the amount of increase in target driving force. The hydraulic braking force and the target driving force are balanced to ensure that the actual executed value of braking force request remains unchanged when braking the vehicle.

[0113] It should be noted that compared to hydraulic systems, electric motor systems offer faster response times and higher control precision. 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, because electric motors directly generate torque through current, their response time is extremely short; that is, after receiving a command from the control system, the motor can respond quickly with minimal delay. Hydraulic systems, on the other hand, rely on changes in fluid pressure to transmit braking force. Due to the inertia and compressibility of fluids, there is a brief time delay between the opening of the solenoid valve and the actual braking effect. Furthermore, electric motor drive systems typically employ direct drive or gear reduction structures, reducing intermediate transmission links and thus minimizing mechanical lag. Hydraulic systems, however, contain multiple mechanical components (such as pumps and valves), and the interaction between these components leads to additional response delays. Therefore, compared to hydraulic systems, electric motor systems have a much faster response speed.

[0115] Furthermore, the output of a motor is linear, and the same input current is more likely to produce the same effect, facilitating precise control. In contrast, the nonlinear characteristics of a hydraulic system (such as leakage and the effect of temperature changes on viscosity) can lead to unstable output, affecting control accuracy. Moreover, motors can achieve very fine torque control by adjusting the current, making them suitable for applications requiring frequent fine-tuning. Hydraulic systems, on the other hand, have relatively large minimum adjustment units, making fine torque control difficult. Therefore, compared to hydraulic systems, motor systems offer higher control precision.

[0116] For example, during emergency braking, a vehicle needs to quickly reduce the braking force on a specific wheel to prevent it from locking up. An electric motor system can send a command within milliseconds, and the motor responds immediately, adjusting the target driving force applied to that wheel. The entire process has a short delay and high adjustment precision. However, with a hydraulic system, after the control system sends a command, the solenoid valve needs time to open, and the fluid pressure gradually decreases, ultimately reducing the braking force on the wheel. This process involves a significant delay, and due to the characteristics of the hydraulic system, it may not be able to achieve the same control precision as an electric motor system.

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

[0118] Among them, steering parameters are used to measure the degree of vehicle steering. Steering parameters include, but are not limited to, vehicle yaw rate, vehicle lateral acceleration and vehicle tire slip angle, etc., which will be further explained in conjunction with each steering parameter.

[0119] For example, yaw rate represents the rate of rotation of a vehicle about its vertical axis, and can be detected by a yaw rate sensor. When the actual yaw rate of a vehicle is higher than the expected value, it indicates that the vehicle is turning too sharply, i.e., oversteer; when the actual yaw rate of a vehicle is lower than the expected value, it indicates that the vehicle is not responding sufficiently to steering input, and the front of the vehicle continues to travel in a straight line, i.e., understeer.

[0120] For example, lateral acceleration is used to measure the centrifugal force of a vehicle during cornering; 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 indicates that the vehicle is cornering too sharply, i.e., oversteering. If the actual lateral acceleration of the vehicle is lower than the expected value, it indicates that the vehicle is not responding sufficiently to the steering input, i.e., understeering.

[0121] For example, by using tire slip angle sensors or indirect calculations (such as based on wheel speed and steering angle); if the rear wheel slip angle of the vehicle is large, it indicates that the rear wheels have lost traction, i.e., the vehicle is oversteering; if the front wheel slip angle of the vehicle is large, it indicates that the front wheels have insufficient traction, i.e., the vehicle is understeering.

[0122] In the embodiments of this application, the vehicle is determined to be in an unstable state based on the vehicle's steering parameters; if the vehicle is in an unstable state, it means that the vehicle cannot be controlled to brake smoothly by the target driving force at present; therefore, the target driving force of each wheel is adjusted so that the vehicle can be controlled to brake smoothly by the adjusted target driving force.

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

[0124] For example, a vehicle's instability is determined by setting a first threshold and a second threshold. When the vehicle's steering parameters are greater than or equal to the second threshold and less than or equal to the first threshold, the vehicle is determined to be in a stable steering state. If the vehicle's steering parameters are greater than the first threshold or less than the second threshold, the vehicle is determined to be in an unstable state. Specifically, when the vehicle's steering parameters are greater than the first threshold, the instability state indicates oversteering; when the vehicle's steering parameters are less than the second threshold, the instability state indicates understeering.

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

[0126] It should be noted that the above are examples illustrating the first and second thresholds of yaw rate and the actual yaw rate of the vehicle, and this application does not limit them.

[0127] Optionally, the vehicle's current actual yaw rate and target yaw rate are obtained; the vehicle is determined to be in an unstable state by comparing the actual yaw rate and the target yaw rate; if the vehicle's actual yaw rate is greater than the target yaw rate, or if the vehicle's actual yaw rate is less than the target yaw rate, the vehicle is determined to be in an unstable state. Specifically, if the vehicle's actual yaw rate is less than the vehicle's target yaw rate, understeer is determined; if the vehicle's actual yaw rate is greater than the vehicle's target yaw rate, oversteer is determined.

[0128] For example, the actual yaw rate of a vehicle is a real-time measured yaw rate, which can be obtained, for instance, by a yaw rate sensor installed in the vehicle and read from the sensor via the vehicle's bus or interface. The target yaw rate of a vehicle can be understood as its theoretical yaw rate; that is, the target yaw rate represents the yaw rate the vehicle should achieve under the current steering operation. The vehicle can calculate its target yaw rate based on the current vehicle speed, steering wheel angle, and wheelbase, or determine the target yaw rate by looking up a table based on the current vehicle speed and steering wheel angle calibration.

[0129] Specifically, if the instability indicates oversteering, the target driving force of the outer rear axle wheel increases and the target driving force of the inner rear axle wheel decreases; if the instability indicates understeering, the target driving force of the inner front axle wheel increases and the target driving force of the outer front axle wheel decreases.

[0130] For example, when a vehicle is detected to be in an unstable state, the target driving force of the front or rear axle of the vehicle can be adjusted in a timely manner to adjust the yaw moment of the vehicle and improve the stability of the vehicle when turning.

[0131] In embodiments of this application, if an instability state indicates oversteer, the target driving force of the outer rear axle wheels is increased, while the target driving force of the inner rear axle wheels is decreased, thereby reducing the vehicle's yaw angle to address the oversteer problem. If an instability state indicates understeer, the target driving force of the inner front axle wheels is increased, while the target driving force of the outer front axle wheels is decreased, thereby increasing the vehicle's yaw angle to address the understeer problem. This ensures that the target driving force of the wheels is adjusted when an instability state is detected.

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

[0133] Specifically, if the instability condition indicates oversteering, and the target driving force of the outer rear axle wheels is increased, the slip ratio of the outer rear axle wheels must be ensured to be less than a slip ratio threshold. If the slip ratio of the outer rear axle wheels is detected to be greater than or equal to the slip ratio threshold, the target driving force of the outer rear axle wheels must be limited. If the instability condition indicates understeering, and the target driving force of the inner front axle wheels is increased, the slip ratio of the inner front axle wheels must be ensured to be less than a slip ratio threshold. If the slip ratio of the inner front axle wheels is detected to be greater than or equal to the slip ratio threshold, the target driving force of the inner front axle wheels must be limited.

[0134] It should be noted that since excessive wheel slip ratio may lead to loss of vehicle control, the target driving force of each wheel is limited by the slip ratio threshold to ensure that the slip ratio of each wheel does not exceed the slip ratio threshold, thereby avoiding loss of vehicle control and improving the stability of the vehicle when driving on low-traction surfaces.

[0135] In the above embodiment, if a tendency for the vehicle to lock up is detected, the target driving force of the target motor is determined based on the hydraulic braking force of each wheel and the target braking force; the hydraulic braking force is then reset to zero, and the target motor is controlled to rotate in reverse using the target driving force. Because the vehicle's hydraulic system has a slow response and the pressure adjustment accuracy of the pressure-reducing valve is low, the braking distance is relatively long when braking the vehicle using hydraulic braking force. This solution, by resetting the hydraulic braking force to zero and controlling the target motor to reverse based on the target driving force, allows for faster response and higher control accuracy when braking the vehicle, compared to hydraulic braking control, thus avoiding a longer braking distance and shortening the vehicle's braking distance.

[0136] Figure 3 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0137] Figure 3 The method 300 shown can be derived from Figure 1 The vehicle 110 shown is executing the command; or it 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, which are described in detail below.

[0139] S301 determines the vehicle's braking force request and the hydraulic braking force of the wheels based on the brake pedal opening.

[0140] For example, sensors at the brake pedal convert the brake pedal position into electrical signals, which can be analog voltages or digital signals, and then transmit them to the vehicle. The electronic control unit (ECU) receives these signals from the sensors and converts them into a percentage of brake pedal opening; for example, 0% indicates the pedal is fully released, and 100% indicates the pedal is fully depressed. The ECU internally stores a preset mapping table that corresponds to different brake pedal openings and braking force requests. This mapping table is typically established using extensive experimental data and vehicle dynamics models.

[0141] It should be noted that the relationship between brake pedal opening and braking force request is usually non-linear. 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 more rapidly.

[0142] For example, a vehicle can obtain the hydraulic braking force on each wheel by means of brake pressure sensors installed on the brake lines of each wheel.

[0143] Alternatively, the implementation of S301 can be found in [reference needed]. Figure 2 The relevant descriptions of S210 will not be repeated here.

[0144] S302, determine the target slip ratio based on the braking force request and the road surface adhesion coefficient.

[0145] For example, a target slip ratio is determined based on the braking force request and the road surface adhesion coefficient; wherein the target slip ratio is positively correlated with the vehicle's braking force request and negatively correlated with the vehicle's road surface adhesion coefficient.

[0146] S303, Is the vehicle's current slip ratio greater than the target slip ratio? If yes, proceed to S304; otherwise, proceed to S306.

[0147] For example, determine whether the current slip ratio of the vehicle is greater than the target slip ratio; if so, determine the first braking force based on the target slip ratio; if the current slip ratio is less than or equal to the target slip ratio, decompose the braking force request to obtain the target braking force.

[0148] S304, determine the first braking force based on the target slip ratio.

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

[0150] For example, a second mapping relationship is obtained, which represents the correspondence between different slip ratios and braking forces; based on the second mapping relationship and the target slip ratio, the first braking force corresponding to the target slip ratio is determined.

[0151] S305, decompose the first braking force to obtain the target braking force.

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

[0153] In one implementation, when distributing the total braking force to each wheel, the target braking force of each wheel can be determined based on the effective area of ​​each wheel in the brake wheel cylinder.

[0154] Optionally, a static braking force distribution ratio can be preset 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 the target braking force.

[0156] For example, if the vehicle's current slip ratio is less than or equal to the target slip ratio, it means that there is no risk of the vehicle losing control; therefore, the target braking force is determined based on the braking force request.

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

[0158] S307, Is there a tendency for the wheels to lock up? If so, proceed with S308.

[0159] For example, it is determined whether the vehicle's wheels have a tendency to lock up; if the wheels have a tendency to lock up, the first difference between the target braking force and the hydraulic braking force of each wheel is determined; if the vehicle does not have a tendency to lock up, the vehicle is braked by the hydraulic braking force of the hydraulic system.

[0160] For example, the presence of a tendency for the vehicle to lock up can be determined by monitoring the speed of each wheel. If a significant decrease in the speed of at least one wheel is detected, the vehicle is determined to have a tendency to lock up.

[0161] S308 determines the first difference between the target braking force and the hydraulic braking force for each wheel.

[0162] S309, the first difference is determined as the target driving force.

[0163] For example, if the vehicle has a tendency to lock up, 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] Alternatively, the implementation methods of S307 to S309 can be found in [reference needed]. Figure 2 The relevant descriptions of the S230 will not be repeated here.

[0165] S310 controls the hydraulic braking force to zero and controls the target motor to rotate in the target direction based on the target driving force.

[0166] The target direction is opposite to the direction the motor rotates when the vehicle is moving forward.

[0167] For example, because the hydraulic system has a slow response and the pressure regulating accuracy of the pressure boosting valve is low, if the vehicle is braked by the hydraulic system when it is prone to locking up, the braking distance may be long. Therefore, the hydraulic braking force of the vehicle is reset to zero, and the target motor is controlled to rotate in the target direction based on the target driving force.

[0168] Alternatively, the implementation of S310 can be found in [reference needed]. Figure 2 The relevant descriptions of S240 will not be repeated here.

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

[0170] For example, based on the vehicle's steering parameters, it can be determined whether the vehicle is in an unstable state. Target parameters include the vehicle's yaw rate, lateral acceleration, and tire slip angle.

[0171] In the embodiments of this 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 continuous and stable braking force to achieve the vehicle's braking force request. By controlling the hydraulic braking force to zero and controlling the target motor to reverse according to the target driving force, the problem of long braking distance during hydraulic system braking is solved.

[0172] The above text combined Figures 1 to 3 The vehicle control method provided in the embodiments of this application has been described in detail; the following will be combined with Figure 4 and Figure 5 The apparatus embodiments of this application are described in detail below. It should be understood that the apparatus in the embodiments of this application can perform the various methods described in the foregoing embodiments of this application, that is, the specific working processes of the various products described below can be referred to the corresponding processes in the foregoing method embodiments.

[0173] Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

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

[0175] The acquisition module 410 is used to acquire the hydraulic braking force of each wheel in the vehicle when a braking force request is detected.

[0176] The first determining module 420 is used to determine the target braking force for each wheel based on the vehicle's braking force request.

[0177] The second determining module 430 is used to determine the target driving force of the target motor corresponding to each wheel based on the hydraulic braking force and the target braking force of each wheel if a tendency to lock up is detected in the vehicle.

[0178] The control module 440 is used to control the hydraulic braking force of each wheel to zero, and to control the target motor to rotate in reverse based on the target driving force to execute the vehicle's braking force request.

[0179] Optionally, as an embodiment, the second determining module 430 is specifically used to: if a tendency for the vehicle to lock up is detected, 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 further includes a third determining module, which is used to: determine the target slip ratio of the vehicle and the current slip ratio of the vehicle; the first determining module 420 is specifically used to: determine the target braking force of each wheel based on the target slip ratio, the current slip ratio and the braking force request.

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

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

[0183] Optionally, as an embodiment, the control module 440 is further configured to: if the instability state indicates that the vehicle is oversteer, control the target driving force of the outer rear axle wheel of the vehicle to increase and the target driving force of the inner rear axle wheel to decrease; if the instability state indicates that the vehicle is understeer, control the target driving force of the inner front axle wheel of the vehicle to increase and the target driving force of the outer front axle wheel to decrease.

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

[0185] It should be noted that the aforementioned vehicle control device is embodied in the form of functional units. The term "module" here can be implemented in software and / or hardware, without specific limitations.

[0186] For example, a "module" can be a software program, hardware circuit, or a combination of both that implements the above functions. Hardware circuits may include application-specific integrated circuits (ASICs), electronic circuits, processors (e.g., shared processors, proprietary processors, or group processors) and memory for executing one or more software or firmware programs, combined logic circuits, and / or other suitable components that support the described functions.

[0187] Therefore, the units of the various examples described in the embodiments of this application can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0188] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0189] For example, vehicle 500 includes processor 510, memory 520 and executable program code 530.

[0190] For example, vehicle 500 includes one or more processors 510 that can support vehicle control methods in the method embodiments of vehicle 500. Processor 510 can be a general-purpose processor or a special-purpose processor. For example, 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] For example, processor 510 can be used to control vehicle 500, execute software programs, and process data from the software programs. Vehicle 500 may also include a communication unit for receiving and transmitting signals.

[0192] For example, the vehicle 500 may include one or more memories 520 storing executable program code 530, which can be run by the processor 510 to generate instructions, causing the processor 510 to execute the vehicle control method described in the above method embodiments according to the instructions.

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

[0194] For example, the processor 510 and memory 520 can be configured separately or integrated together, for example, integrated on the system on chip (SOC) of the terminal device.

[0195] For example, the memory 520 can be used to store related programs of the vehicle control method provided in the embodiments of this 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 embodiments of this 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 a tendency for the vehicle to lock up is detected, the target driving force of the 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; 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] This application also provides a computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the steps of the vehicle control method of any of the foregoing embodiments.

[0197] The computer-readable storage medium may include, but is not limited to, any type of disk, including floppy disks, optical disks, Digital Video Discs (DVDs), Compact Disc Read-Only Memory (CD-ROM), microdrives, and magneto-optical disks, read-only memory (ROM), random access memory (RAM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), dynamic random access memory (DRAM), video random access memory (VRAM), flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0198] This application also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle control method as described in the above embodiments.

[0199] In addition, the vehicle provided in the embodiments of this application may specifically be a chip, component or module. The vehicle may include a connected processor and a memory. The memory is used to store instructions. When the vehicle is running, the processor may call and execute the instructions to make the chip execute a vehicle control method in the above embodiments.

[0200] 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 be referred to the beneficial effects of the corresponding vehicle control method provided above, and will not be repeated here.

[0201] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above 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 this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0203] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle control method, characterized in that, The method includes: When a braking force request from the vehicle is detected, the hydraulic braking force of each wheel in the vehicle is acquired. Based on the vehicle's braking force request, determine the target braking force for each wheel; If a tendency for the vehicle to lock up is detected, the target driving force of the 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. The hydraulic braking force of each wheel is reset to zero, and the target motor is controlled to rotate in the opposite direction based on the target driving force to execute the vehicle's braking force request. Determining the target braking force for each wheel based on the vehicle's braking force request includes: Determine the target slip ratio and the current slip ratio of the vehicle; 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 for 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.

2. The method according to claim 1, characterized in that, The determination of 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 the vehicle is detected to have a tendency to lock up, a first difference between the target braking force of each wheel and the hydraulic braking force of each wheel is determined. The target driving force is determined based on the first difference.

3. The method according to claim 1 or 2, characterized in that, Also includes: Based on the vehicle's steering parameters, determine whether the vehicle is in an unstable state; wherein, the unstable state includes oversteering and understeering. If the vehicle is in the unstable state, the target driving force of each wheel of the vehicle is adjusted.

4. The method according to claim 3, 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 instability state indicates that the vehicle is oversteering, the target driving force of the outer rear axle wheel of the vehicle is increased, and the target driving force of the inner rear axle wheel is decreased. If the instability indicates that the vehicle is understeering, the target driving force of the inner front axle wheel is increased, and the target driving force of the outer front axle wheel is decreased.

5. The method according to claim 3, characterized in that, Determining whether the vehicle is in an unstable state based on the vehicle's steering parameters includes: If the steering parameter is greater than the first threshold, the instability state indicates that the vehicle is oversteering; If the steering parameter is less than the second threshold, the instability state is determined to indicate that the vehicle is understeering.

6. A vehicle control device, characterized in that, The device includes: The acquisition module is used to acquire the hydraulic braking force of each wheel in the vehicle when a braking force request is detected. The first determining module is used to determine the target braking force of each wheel based on the braking force request of the vehicle. The second determining 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 the vehicle is detected to have a tendency to lock up. The control module is used to control the hydraulic braking force of each wheel to be zero, 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. The first determining module is specifically used to: determine the target slip ratio of the vehicle and the current slip ratio of the vehicle; if the current slip ratio is less than or equal to the target slip ratio, decompose 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, decompose the first braking force corresponding to the target slip ratio to obtain the target braking force of each wheel.

7. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 5.

Images