Distributed drive control method and device, equipment and storage medium

Abstract

The embodiment of the invention relates to a distributed driving control method and device, equipment and a storage medium, and the method comprises the steps: determining an expected motion parameter of a vehicle; determining a sliding mode surface of sliding mode control based on vehicle motion parameters and the expected motion parameters; determining a control function of sliding mode control based on the sliding mode surface, and performing driving control on the vehicle based on the control function; and determining slip parameters in the vehicle driving process, and updating the sliding mode surface based on the slip parameters to control the vehicle again. By the adoption of the method, the situation that the vehicle is unstable due to wheel slippage can be better avoided, the safety of the vehicle is improved, and the vehicle has better anti-skid control.

Description

Technical Field

[0001] The present application relates to the technical field of sliding mode control, and in particular to a distributed drive control method, device, equipment and storage medium. Background Art

[0002] Distributed drive is gaining popularity due to its advantage of being able to control four-wheel motors individually. Traditional control methods have problems such as low control precision and accuracy for distributed drive vehicles. Therefore, it is proposed to use sliding mode variable structure control (sliding mode control) to control distributed drive vehicles.

[0003] However, during the driving process of a distributed drive vehicle, the vehicle is prone to slipping, which affects the stability of the vehicle. The methods used in the prior art to solve this problem have achieved limited results. Summary of the invention

[0004] The embodiments of the present application provide a distributed drive control method, device, equipment and storage medium, which can better avoid vehicle instability caused by wheel slip, improve vehicle safety, and enable the vehicle to have better anti-skid control.

[0005] In a first aspect, the present application provides a distributed drive control method, comprising: determining desired motion parameters of the vehicle; Selecting a sliding mode surface of sliding mode control based on the vehicle motion parameter and the desired motion parameter; Determining a control function of sliding mode control based on the sliding mode surface, and performing drive control on the vehicle based on the control function; A slip parameter during driving of the vehicle is determined, and the sliding surface is updated based on the slip parameter to regain control of the vehicle.

[0006] In a second aspect, an embodiment of the present application provides a distributed drive control device, including: A determination module, for determining the desired motion parameters of the vehicle; A sliding surface determination module, used for determining a sliding surface of sliding mode control based on vehicle motion parameters and the expected motion parameters; A control module, configured to determine a control function of sliding mode control based on the sliding mode surface, and perform drive control on the vehicle based on the control function; An updating module is used to determine a slip parameter during driving of the vehicle and update the sliding surface based on the slip parameter to re-control the vehicle.

[0007] In a third aspect, an embodiment of the present application provides an electronic device, including: Memory for storing computer programs; The processor is used to execute the computer program stored in the memory, and when the computer program is executed, the method provided in the embodiment of the present application is implemented.

[0008] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the method provided in the embodiment of the present application is implemented.

[0009] The above technical solution provided by the embodiment of the present application has the following advantages compared with the prior art: The technical solution provided by the embodiment of the present application determines the sliding surface through vehicle motion parameters and expected motion parameters, determines the control function through the sliding surface, drives and controls the vehicle through the control function, and updates the sliding surface through the slip parameters during the vehicle driving process to re-control the vehicle. That is, the updating of the sliding surface through the slip parameters can better avoid the situation where the vehicle slips and causes the vehicle to become unstable, which can improve the safety of the vehicle and enable the vehicle to have better anti-skid control. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0011] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0012] One or more embodiments are exemplarily described by pictures in the corresponding drawings, and these exemplified descriptions do not constitute limitations on the embodiments. Elements with the same reference numerals in the drawings represent similar elements, and unless otherwise stated, the figures in the drawings do not constitute proportional limitations.

[0013] Figure 1 A distributed drive control flow chart provided in an embodiment of the present application; Figure 2 A distributed drive control flow chart provided in an embodiment of the present application; Figure 3 A distributed drive control flow chart provided in an embodiment of the present application; Figure 4 It is a corresponding relationship diagram of the expected slip ratio reduction, slip ratio deviation and slip number; Figure 5It is a corresponding relationship diagram of the increase of the weight coefficient of the slip ratio deviation, the decrease of the expected slip ratio, the number of slips, and the slip ratio deviation; Figure 6 It is a corresponding relationship diagram of the increase of the weight coefficient of the slip rate deviation, the slip rate deviation and the number of slips; Figure 7 A distributed drive control flow chart provided in an embodiment of the present application; Figure 8 A distributed drive control flow chart provided in an embodiment of the present application; Fig. 9 A structural block diagram of a distributed drive control device provided in an embodiment of the present application; Fig.10 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0014] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0015] The disclosure below provides many different embodiments or examples to realize the different structures of the present application. In order to simplify the disclosure of the present application, the parts and settings of specific examples are described below. Of course, they are only examples, and the purpose is not to limit the present application. In addition, the present application can repeat reference numbers and / or letters in different examples. This repetition is for the purpose of simplification and clarity, and does not itself indicate the relationship between the various embodiments and / or settings discussed.

[0016] In order to solve the technical problem in the prior art that distributed drive vehicles are prone to slipping during driving, which affects the stability of the vehicle, the present application provides a distributed drive control method, device, equipment and storage medium, which can better avoid vehicle instability, improve vehicle safety, and enable the vehicle to have better anti-skid control.

[0017] Figure 1 A flow chart of a distributed drive control method provided in an embodiment of the present application, the method can be executed by a distributed drive control device, and the device can be configured in an electronic device such as a vehicle-mounted device.

[0018] Step 101: Determine the desired motion parameters of the vehicle.

[0019] In this embodiment, the expected motion parameters may include one or more of the expected slip rate, expected lateral speed, expected longitudinal speed, expected yaw rate, etc. The expected motion parameters may be obtained based on experience or may be calibrated based on a correlation curve.

[0020] In this embodiment, the vehicle may have a variety of highlight functions, including differential rotation function, on-the-spot U-turn function and crab mode function, etc. The vehicle may use different expected motion parameters under different functions, or may use the same expected motion parameters.

[0021] Step 102: Determine a sliding mode surface of a sliding mode control system based on the vehicle motion parameters and the desired motion parameters.

[0022] In this embodiment, in order to prevent the vehicle from slipping as much as possible and effectively avoid slipping, the vehicle motion parameters and expected motion parameters that are strongly related to slipping are considered as the selection factors of the sliding surface. The sliding surface is selected by the vehicle motion parameters and the expected motion parameters, so that the vehicle motion parameters reach the expected motion parameters, the system is in a stable state, and the vehicle motion state reaches the expected target. Among them, the vehicle motion parameters can be one or more of the vehicle motion parameters such as vehicle slip rate, vehicle lateral speed, vehicle longitudinal speed, vehicle yaw rate, etc. Among them, the vehicle motion parameters can be understood as the actual motion parameters of the vehicle, corresponding to the expected motion parameters.

[0023] Step 103: Determine a control function of sliding mode control based on the sliding mode surface, and drive control the vehicle based on the control function.

[0024] Specifically, the control function of the sliding mode control can be determined by the sliding surface, the three-degree-of-freedom model of the vehicle, and the reaching law function of the sliding mode control, and the vehicle is driven and controlled by the control function. The reaching law function can be an exponential reaching law function, or a constant speed reaching law function, or a general reaching law function. In order to reduce the disturbance of the sliding mode control system, an exponential reaching law function can be used.

[0025] Among them, the three-degree-of-freedom model of the vehicle can be the following formula: (1) In the above formula (1), , , and They are the driving forces of the four wheels; , , and They are the lateral forces of the four wheels; is the friction resistance, is the air resistance, is the slope resistance, is the acceleration resistance; is the steering resistance; r is the wheel radius; Represents the force on the vehicle in the horizontal direction, Represents the force on the vehicle in the vertical direction; is the longitudinal acceleration of the vehicle; is the longitudinal acceleration of the vehicle; is the mass of the vehicle; is the distance from the front axle to the center of mass, is the distance from the rear axle to the center of mass, is the front wheel turning angle, is the distance between the left and right wheels; is the yaw moment; is the moment of inertia; is the vehicle yaw rate.

[0026] Among them, the exponential reaching law function can be: (2) In the above formula (2), is the gain factor, For the approach law, is the exponential approach term, and S represents the sliding surface.

[0027] Specifically, the first-order derivative of the sliding surface can be obtained to obtain the dynamic equation of the sliding mode controller. Through the dynamic equation of the sliding mode controller and the three-degree-of-freedom model and the reaching law function in the above formula (1), the control function of the sliding mode controller can be obtained, that is, the control function of the sliding mode control. Among them, the control function can be a control function of the vehicle torque. The vehicle torque is output through the control function, and the vehicle torque is distributed to the motors corresponding to the four wheels according to the preset distribution ratio to drive the wheels to move, thereby controlling the vehicle to travel in a normal state and effectively avoiding slippage.

[0028] Step 104: Determine a slip parameter during driving of the vehicle, and update the sliding surface based on the slip parameter to re-control the vehicle.

[0029] In the process of driving and controlling the vehicle through the sliding surface, the vehicle may slip due to the setting of the expected motion parameters in the sliding surface being too high or the setting of other parameters in the sliding surface being unreasonable. Therefore, determining the slip parameters in the vehicle driving process and updating the sliding surface through the slip parameters can better avoid the vehicle slipping. Among them, the slip parameters can include the number of slips, the duration of slips, etc. The sliding surface can be adjusted according to the number of slips, or according to the number of slips and the duration of slips, so that the sliding surface is more suitable for the vehicle and the vehicle slipping is effectively avoided.

[0030] The technical solution provided by the embodiment of the present application selects a sliding surface through vehicle motion parameters and expected motion parameters, determines a control function through the sliding surface, drives and controls the vehicle through the control function, and updates the sliding surface through slip parameters during vehicle driving to re-control the vehicle, that is, adjusting the sliding surface through slip parameters to re-control the vehicle, which can better avoid vehicle instability caused by vehicle slippage, improve vehicle safety, and enable the vehicle to have better anti-skid control.

[0031] Based on the above embodiment, in an optional implementation manner, optionally, the determining the expected motion parameters of the vehicle includes: determining the expected slip rate and target expected motion parameters of the vehicle. Correspondingly, the selecting the sliding surface of the sliding mode control based on the vehicle motion parameters and the expected motion parameters includes: selecting the sliding surface of the sliding mode control based on the vehicle slip rate, the expected slip rate, the target vehicle motion parameters and the target expected motion parameters.

[0032] The expected slip ratio is used to define the standard for wheels to basically not slip. The expected slip ratio can be achieved by: obtaining a curve of vehicle slip ratio and road adhesion coefficient through an equation established by vehicle slip ratio and road adhesion coefficient, and calibrating and obtaining values ​​near the vertex of the curve to obtain the expected slip ratio. The equation established by vehicle slip ratio and road adhesion coefficient can adopt an existing equation in the prior art. For example, on a dry cement road, the equation established by vehicle slip ratio and road adhesion coefficient can be: For example, on a dry asphalt road, the equation for the vehicle slip rate and road adhesion coefficient can be .in, is the road adhesion coefficient; is the vehicle slip rate. The vehicle slip rate is the proportion of the sliding component in the wheel movement; the braking process of the vehicle from pure rolling to locking and sliding is a gradual process, which goes through three stages: pure rolling, rolling and sliding, and pure sliding. In order to evaluate the proportion of wheel slip components, the slip rate (vehicle slip rate) is often used to express it.

[0033] The vehicle slip rate can be understood as the actual slip rate of the vehicle. = ; is the speed of the vehicle; The target vehicle motion parameter may be other vehicle motion parameters, such as the vehicle lateral speed, the vehicle longitudinal speed, the vehicle yaw rate, etc. Correspondingly, the target expected motion parameter may include the expected lateral speed, the expected longitudinal speed, the expected yaw rate, etc.

[0034] Therefore, by selecting the sliding surface of the sliding mode control system through the vehicle slip rate, the expected slip rate, the target vehicle motion parameters and the target expected motion parameters, the vehicle slip rate can be made to reach the expected slip rate, which can effectively avoid the vehicle slipping.

[0035] Figure 2 is a flow chart of a distributed drive control method provided in an embodiment of the present application. In this embodiment, the selection of the sliding surface is limited, such as Figure 2 As shown, the method comprises the following steps: Step 201: Determine the expected slip rate and target expected motion parameters of the vehicle.

[0036] In the embodiment of the present application, the distributed drive has many highlight functions because the four motors can be driven independently. At the same time, the implementation logic of the basic functions is also different from that of traditional vehicles. The expected slip rates between different functions are different. If the unified target slip rate of traditional vehicles is adopted to control the distributed vehicle, many highlight functions will not be realized. Therefore, different expected slip rates can be determined for different functions.

[0037] In the case of distributed drive, the highlight functions of the vehicle may include differential rotation function, on-site U-turn function and crab mode function. Among them, for the differential rotation function, when turning left, the expected slip rate of the inner wheel , ,in, , , , are the expected slip rates of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel respectively. is the preset expected slip rate, Represents the slip ratio change and can be determined by calibration. The performance parameters for evaluating the differential rotation function mainly include steering sensitivity ( ,in is the steering wheel angle), the time to reach the desired yaw rate , lateral acceleration , longitudinal acceleration wait.

[0038] For the on-the-spot U-turn function, in the case of an on-the-spot U-turn, the four wheels are in a slipping state, and the expected slip rate is defined as 30%, where the expected slip rate can be an empirical value, and the performance parameters for evaluating the on-the-spot U-turn function are the vehicle center of mass displacement s and the slip rate of the four wheels. For the crab mode function, where the crab mode is achieved by controlling the front wheel steering and the rear wheel slipping, the expected slip rate is: , The performance parameters for evaluating the crab mode are the vehicle slip rate and the crab speed. Therefore, the vehicle has different expected slip rates under different functions, and the expected slip rate corresponding to the current function can be determined according to the current function of the vehicle.

[0039] Step 202: performing weighted combination on the slip rate deviation between the vehicle slip rate and the expected slip rate, and the motion parameter deviation between the target vehicle motion parameter and the target expected motion parameter, to obtain the sliding mode surface of the sliding mode control.

[0040] Specifically, the slip ratio deviation and the motion parameter deviation can be linearly weighted combined to obtain the sliding surface of the sliding mode control, or the slip ratio deviation and the motion parameter deviation can be weighted combined in exponential form; or the slip ratio deviation and the motion parameter deviation can be weighted combined in integral form to meet the desired slip ratio, desired lateral speed and desired longitudinal speed, stabilize the system, reduce system jitter, and effectively avoid vehicle slippage. In order to simplify the calculation, the slip ratio deviation and the motion parameter deviation can be linearly weighted combined to obtain the sliding surface of the sliding mode control.

[0041] Step 203: Determine a control function of sliding mode control based on the sliding mode surface, and drive control the vehicle based on the control function.

[0042] The introduction of step 203 may refer to the introduction of the above embodiment.

[0043] Step 204: Determine a slip parameter during driving of the vehicle, and update the sliding surface based on the slip parameter to re-control the vehicle.

[0044] In this embodiment, specifically, a slip parameter during vehicle driving is determined, and a weight coefficient of the slip ratio deviation or the expected slip ratio in the sliding surface is updated based on the slip parameter.

[0045] In this embodiment, the vehicle slips during the driving process, and the slip is strongly correlated with the slip rate. The possible reason is that the expected slip rate is set too high, or the weight coefficient of the slip rate deviation is unreasonable. If the expected slip rate is set too high, so that the vehicle slip rate reaches an expected slip rate that is too high, slip is likely to occur; if the weight coefficient of the slip rate deviation is set too low, the vehicle is not easy to reach the expected slip rate quickly, and slip is likely to occur. Therefore, if the vehicle slips during the driving process, the weight coefficient of the slip rate deviation in the sliding surface or the expected slip rate can be updated. Specifically, the weight coefficient of the slip rate deviation or the expected slip rate can be updated according to the slip parameter. Among them, the slip parameter can include the number of slips, the duration of slip, etc.

[0046] Therefore, by weighted combination of the slip rate deviation between the vehicle slip rate and the expected slip rate, and the motion parameter deviation between the target vehicle motion parameter and the target expected motion parameter, the sliding surface of the sliding mode control is obtained, which can effectively avoid the vehicle slipping. By adjusting the sliding surface through the slip parameter, the vehicle slipping can be better avoided and the vehicle control can be made more stable.

[0047] Figure 3 It is a flow chart of a distributed drive control method provided in an embodiment of the present application. In this embodiment, optionally, updating the sliding surface based on the slip parameter includes: adjusting the weight coefficient of the expected slip rate or the slip rate deviation in the sliding surface at least according to the number of slips during the vehicle driving process.

[0048] like Figure 3 As shown, the method comprises the following steps: Step 301: Determine the expected slip rate and target expected motion parameters of the vehicle.

[0049] Step 302: Perform weighted combination of the slip rate deviation between the vehicle slip rate and the expected slip rate, and the motion parameter deviation between the target vehicle motion parameter and the target expected motion parameter to obtain a sliding mode surface of the sliding mode control system.

[0050] Step 303: Determine a control function of sliding mode control based on the sliding mode surface, and drive control the vehicle based on the control function.

[0051] Step 304: Adjust the weight coefficient of the expected slip rate or the slip rate deviation in the sliding surface at least according to the number of slips during the vehicle driving process.

[0052] In this embodiment, the number of slips during the driving process of the vehicle can be counted by a counting device, wherein the judgment of vehicle slippage can be determined by the movement state of the wheels, and pure rolling of the vehicle is normal; if rolling and sliding or pure sliding occurs, it is judged as a slip, and the number of slips can be counted by judging the movement state of the wheels.

[0053] In the embodiment of the present application, during the vehicle driving process, if the number of slips is large, that is, greater than the preset number threshold, it means that the expected slip rate is set high or the weight coefficient of the slip rate deviation is small, and the control weight of the vehicle slip rate accounts for a small proportion. The reason is that: during the control process, the sliding mode controller based on the sliding surface is used to control the vehicle slip rate to reach the expected slip rate. If the expected slip rate is set too high, the vehicle is prone to slip, resulting in a large number of vehicle slips; or if the weight coefficient of the slip rate deviation is small, the speed at which the vehicle slip rate reaches the expected slip rate is slow, so that the vehicle slip rate cannot reach the expected slip rate for a long time, and therefore, it is also easy to slip, resulting in a large number of vehicle slips. Therefore, if the number of slips of the vehicle during the driving process is greater than the preset number threshold, the expected slip rate can be reduced or the weight coefficient of the slip rate deviation in the sliding surface can be increased. Among them, the preset number threshold can be an empirical value. Among them, if the number of slips is less than or equal to the preset number threshold, the weight coefficients of the expected slip rate and the slip rate deviation can remain unchanged.

[0054] Therefore, by adjusting the weight coefficient of the expected slip rate or the slip rate deviation by the number of slips during the vehicle driving process, compared with the situation in the prior art where the sliding surface is not updated, the vehicle can be better prevented from slipping and the vehicle can have better anti-skid control.

[0055] In the embodiment of the present application, optionally, the vehicle motion parameters include a vehicle slip rate, a vehicle lateral speed, and a vehicle longitudinal speed, and the expected motion parameters include at least an expected slip rate, an expected lateral speed, and an expected longitudinal speed; Correspondingly, determining the sliding surface of the sliding mode control based on the vehicle motion parameters and the expected motion parameters includes: weighted combination of the slip rate deviation between the vehicle slip rate and the expected slip rate, the lateral speed deviation between the vehicle lateral speed and the expected lateral speed, and the longitudinal speed deviation between the vehicle longitudinal speed and the expected longitudinal speed to determine the sliding surface.

[0056] The method provided in the embodiment of the present application comprises the following steps: Step 401: Determine the desired slip ratio, desired lateral speed, and desired longitudinal speed of the vehicle.

[0057] Step 402: Determine a sliding mode surface of the sliding mode control by weighted combination of a slip rate deviation between the vehicle slip rate and the desired slip rate, a lateral speed deviation between the vehicle lateral speed and the desired lateral speed, and a longitudinal speed deviation between the vehicle longitudinal speed and the desired longitudinal speed.

[0058] In the embodiment of the present application, in order to prevent the vehicle from slipping as much as possible and effectively avoid the slipping situation, the vehicle slip rate and the expected slip rate are considered as factors for selecting the sliding surface. Considering that the vehicle speed is strongly correlated with the slip rate, the vehicle speed can be synthesized by the vehicle longitudinal speed and the vehicle lateral speed. Therefore, the vehicle lateral speed, the expected lateral speed, the vehicle longitudinal speed, and the expected longitudinal speed are used as factors for selecting the sliding surface. In addition, during the steering process, the vehicle needs to control the lateral speed and longitudinal speed of the vehicle according to the driver's intention, and the center of mass displacement of the vehicle needs to be controlled. For example, in the case of turning around on the spot, in order to ensure safety, the center of mass displacement should be as far as possible within a certain threshold range. The center of mass displacement can be indirectly controlled by controlling the vehicle speed. Therefore, the vehicle lateral speed, the expected lateral speed, the vehicle longitudinal speed, and the expected longitudinal speed are used as factors for selecting the sliding surface.

[0059] Among them, when the vehicle slip rate reaches the expected slip rate, the vehicle lateral speed reaches the expected lateral speed and the vehicle longitudinal speed reaches the expected longitudinal speed, the system is in a stable state and the vehicle motion state reaches the expected target. Therefore, the sliding surface can be selected according to the vehicle slip rate, the expected slip rate, the vehicle lateral speed, the expected lateral speed, the vehicle longitudinal speed and the expected longitudinal speed.

[0060] In the embodiment of the present application, the lateral speed deviation may be the difference between the vehicle lateral speed and the expected lateral speed, wherein the vehicle lateral speed may be understood as the actual lateral speed of the vehicle. (3), is the lateral speed of the vehicle.

[0061] The desired lateral velocity may be realized by: the desired lateral acceleration may be obtained by the desired yaw angular velocity. The desired yaw angular velocity may be obtained by the following formula: (4); among which, ; in, is the desired yaw rate; is the steering wheel angle, L is the vehicle wheelbase, K is the vehicle stability coefficient, i is the wheel angle ratio, m is the vehicle mass, and are the distances from the center of mass to the front and rear axles, respectively. and are the stiffness of the front and rear axles, respectively; is the peak adhesion coefficient of the road surface; g is the gravitational acceleration. The expected yaw rate can be obtained by the above formula (4). After obtaining the expected yaw rate, the formula Get the expected lateral acceleration; then use the formula Get the expected lateral velocity; where, is the expected lateral velocity; is the lateral speed of the vehicle at time t1. Alternatively, the expected lateral speed can be determined based on experience.

[0062] In the present embodiment of the application, the longitudinal speed deviation may be the difference between the vehicle longitudinal speed and the expected longitudinal speed, wherein the vehicle longitudinal speed may be understood as the actual longitudinal speed of the vehicle. (5), is the vehicle longitudinal velocity.

[0063] Wherein, the desired longitudinal speed can be achieved by: ; in, is the expected longitudinal velocity; is the longitudinal velocity of the vehicle at time t1; is the expected longitudinal acceleration; wherein, the expected longitudinal acceleration can be obtained by looking up the table (obtained through calibration) according to the accelerator pedal opening and the current vehicle speed. Alternatively, the expected longitudinal speed can be determined based on experience.

[0064] Specifically, the slip rate deviation, lateral speed deviation and longitudinal speed deviation may be linearly weighted combined to obtain the sliding mode surface of the sliding mode control system, or the slip rate deviation, lateral speed deviation and longitudinal speed deviation may be weighted combined in exponential form; or the slip rate deviation, lateral speed deviation and longitudinal speed deviation may be weighted combined in integral form to meet the desired slip rate, desired lateral speed and desired longitudinal speed, so as to stabilize the system, reduce system jitter and effectively avoid vehicle skidding.

[0065] In an optional implementation, the sliding mode surface of the sliding mode control system may be determined based on the following formula: (6) In the above formula (6), = ; is the vehicle slip rate, is the expected slip ratio; is the slip rate deviation, is the weight coefficient of slip rate deviation; where, is the lateral velocity of the vehicle, is the desired lateral velocity, is the lateral velocity deviation, is the weight coefficient of the lateral velocity deviation; wherein, is the longitudinal velocity of the vehicle, is the desired longitudinal velocity, is the longitudinal velocity deviation, is the weight coefficient of the longitudinal speed deviation. Among them, each weight coefficient can be determined based on the experimental control effect, or can be determined based on the current target working condition. The sliding surface in the above formula (6) is established by linearly weighted combination of slip rate deviation, lateral speed deviation and longitudinal speed deviation. The sliding surface established in this way can simplify the calculation and improve the response speed in the process of calculating the control function.

[0066] Step 403: Determine a control function of sliding mode control based on the sliding mode surface, and drive control the vehicle based on the control function.

[0067] Step 404: Determine a slip parameter during driving of the vehicle, and update the sliding surface based on the slip parameter to re-control the vehicle.

[0068] For the introduction of step 404, reference may be made to the above embodiment.

[0069] In the embodiment of the present application, step 404 may be optionally limited. The method provided in the embodiment of the present application includes: Step 501: Determine the desired slip ratio, desired lateral speed, and desired longitudinal speed of the vehicle.

[0070] Step 502: Determine a sliding mode surface of the sliding mode control by weighted combination of a slip rate deviation between the vehicle slip rate and the desired slip rate, a lateral speed deviation between the vehicle lateral speed and the desired lateral speed, and a longitudinal speed deviation between the vehicle longitudinal speed and the desired longitudinal speed.

[0071] Step 503: Determine a control function of sliding mode control based on the sliding mode surface, and drive control the vehicle based on the control function.

[0072] Step 504: Determine the number of slips during the driving process of the vehicle, and adjust the weight coefficient of the expected slip rate or the slip rate deviation in the sliding surface at least according to the number of slips during the driving process of the vehicle.

[0073] The introduction of steps 501 - 504 may refer to the above embodiment.

[0074] In the embodiment of the present application, optionally, step 504 may be optimized, and the method includes: Step 601: Determine the desired slip ratio, desired lateral speed, and desired longitudinal speed of the vehicle.

[0075] Step 602: Determine the sliding mode surface of the sliding mode control by weighted combination of the slip rate deviation between the vehicle slip rate and the desired slip rate, the lateral speed deviation between the vehicle lateral speed and the desired lateral speed, and the longitudinal speed deviation between the vehicle longitudinal speed and the desired longitudinal speed.

[0076] Step 603: Determine a control function of sliding mode control based on the sliding mode surface, and drive control the vehicle based on the control function.

[0077] Step 604: Determine the number of slips during the vehicle driving process. When the weight coefficient of the slip rate deviation is greater than a preset coefficient threshold and the slip rate deviation is greater than a preset threshold deviation, determine the reduction ratio or reduction amount of the expected slip rate according to the preset number interval corresponding to the number of slips for adjusting the expected slip rate in the sliding surface; wherein different operating conditions correspond to different preset threshold deviations.

[0078] In this embodiment, the experience of setting the value of the preset coefficient threshold can be: in the process of controlling the vehicle by the sliding mode controller based on the sliding surface, the weight coefficient of the slip rate deviation is continuously adjusted, and the critical weight coefficient of the vehicle from no slip to slip is recorded, and the critical weight coefficient is the preset coefficient threshold. When the weight coefficient of the slip rate deviation is greater than the preset coefficient threshold, it indicates that the increase in the weight coefficient of the slip rate deviation can no longer avoid the vehicle slipping, and it is very likely that the slipping is caused by the higher expected slip rate setting. Therefore, it is necessary to reduce the expected slip rate in the sliding surface so that the vehicle slip rate reaches a smaller expected slip rate to better avoid the vehicle slipping.

[0079] In this embodiment, the preset coefficient threshold may be 0.5, or other empirical values. During vehicle driving control, the slip rate deviation between the vehicle slip rate and the expected slip rate needs to be controlled within a certain range (the range corresponding to the normal driving state is 0.2, and the range corresponding to the vehicle highlight function is 0.1), so the slip rate deviation may also be limited. Therefore, when the weight coefficient of the slip rate deviation is greater than the preset coefficient threshold and the slip rate deviation is greater than the preset threshold deviation, the reduction ratio or reduction amount of the expected slip rate is determined according to the preset number interval corresponding to the number of slips.

[0080] Specifically, when the weight coefficient of the slip rate deviation is greater than the preset coefficient threshold and the slip rate deviation is greater than the first preset deviation threshold, if the number of wheel spin times is greater than the first preset number threshold and less than or equal to the second preset number threshold, the expected reduction ratio of the slip rate is the first reduction ratio or the reduction amount of the expected slip rate is the first reduction amount; if the number of wheel spin times is greater than the second preset number threshold, the expected reduction ratio of the slip rate is the second reduction ratio or the reduction amount of the expected slip rate is the second reduction amount. Among them, the second reduction ratio is greater than the first reduction ratio, and the second reduction amount is greater than the first reduction amount; the second preset number threshold is greater than the first preset number threshold. The corresponding relationship between the reduction of the expected slip rate, the slip rate deviation, and the number of wheel spin times can be referred to Figure 4 . Among them, the first preset number threshold is k1, and the second preset number threshold is k2; under normal driving conditions, the first preset deviation threshold can be 0.2, the first reduction ratio can be 2%, and the second reduction ratio can be 3%. Under the conditions of the highlight function, the first preset deviation threshold can be 0.1, the first reduction ratio can be 3%, and the second reduction ratio can be 5%.

[0081] Specifically, when the weight coefficient of the slip rate deviation is greater than the preset coefficient threshold and the slip rate deviation is greater than the second preset deviation threshold, if the number of wheel spin times is greater than the third preset number threshold and less than or equal to the fourth preset number threshold, the expected reduction ratio of the slip rate is the third reduction ratio or the reduction amount of the expected slip rate is the third reduction amount; if the number of wheel spin times is greater than the fourth preset number threshold, the expected reduction ratio of the slip rate is the fourth reduction ratio or the reduction amount of the expected slip rate is the fourth reduction amount. Among them, the fourth reduction ratio is greater than the third reduction ratio, and the fourth reduction amount is greater than the third reduction amount; the fourth preset number threshold is greater than the third preset number threshold. For example, as Figure 4 shown, the third preset number threshold is k3, and the second preset number threshold is k4; under normal driving conditions, the second preset deviation threshold can be 0.4, the third reduction ratio can be 5%, and the fourth reduction ratio can be 6%. Under the conditions of the highlight function, the second preset deviation threshold can be 0.3, the third reduction ratio can be 6%, and the fourth reduction ratio can be 7%. Among them, Figure 4 in, k1 < k2 ≈ k3 < k4, or k1 < k2 < k3 < k4.

[0082] Therefore, when the weight coefficient of the slip rate deviation is greater than the preset coefficient threshold and the slip rate deviation is greater than the preset threshold deviation, according to the preset number interval corresponding to the number of wheel spin times, determine the reduction ratio or reduction amount of the expected slip rate for adjusting the expected slip rate in the sliding mode surface. The implementation is simple, which can better prevent the vehicle from wheel spinning and enable the vehicle to have better anti-skid control.

[0083] In the embodiment of the present application, optionally, step 504 may be optimized, and the method includes: Step 801: Determine the desired slip ratio, desired lateral speed, and desired longitudinal speed of the vehicle.

[0084] Step 802: Determine the sliding mode surface of the sliding mode control by weighted combination of the slip rate deviation between the vehicle slip rate and the desired slip rate, the lateral speed deviation between the vehicle lateral speed and the desired lateral speed, and the longitudinal speed deviation between the vehicle longitudinal speed and the desired longitudinal speed.

[0085] Step 803: Determine a control function of sliding mode control based on the sliding mode surface, and drive control the vehicle based on the control function.

[0086] Step 804: Determine the number of slips during the driving process of the vehicle. When the difference between the weight coefficient of the slip rate deviation and a preset coefficient threshold is within a preset range and the slip rate deviation is greater than the preset threshold deviation, determine the reduction ratio or reduction amount of the expected slip rate according to the preset number interval corresponding to the number of slips, or determine the increase ratio or increase amount of the weight coefficient of the slip rate deviation, so as to adjust the expected slip rate or the weight coefficient of the slip rate deviation in the sliding surface.

[0087] In the embodiment of the present application, the preset range may be a smaller range, that is, the weight coefficient of the slip ratio deviation is near the preset coefficient threshold. In this case, if the number of slips is large, the weight coefficient of the slip ratio deviation may be increased or the expected slip ratio may be reduced.

[0088] Specifically, when the difference between the weight coefficient of the slip ratio deviation and the preset coefficient threshold is within the preset range, and the slip ratio deviation is greater than the first preset threshold deviation, if the number of slips is greater than the first preset number threshold, and less than or equal to the second preset number threshold, the expected slip ratio reduction ratio is determined to be the fifth reduction ratio or the expected slip ratio reduction amount is the fifth reduction amount, or the weight coefficient increase ratio of the slip ratio deviation is determined to be the first increase ratio or the increase amount is the first increase amount; if the number of slips is greater than the second preset number threshold, the expected slip ratio reduction ratio is determined to be the sixth reduction ratio or the expected slip ratio reduction amount is the sixth reduction amount, or the weight coefficient increase ratio of the slip ratio deviation is determined to be the second increase ratio or the increase amount is the second increase amount. Among them, the sixth reduction ratio is greater than the fifth reduction ratio or the sixth reduction amount is greater than the fifth reduction amount; the second preset number threshold is greater than the first preset number threshold, and the second increase ratio is greater than the first increase ratio or the second increase amount is greater than the first increase amount. The correspondence between the increase of the weight coefficient of the slip ratio deviation, the reduction of the expected slip ratio, the number of slips, and the slip ratio deviation can be referred to. Figure 5. Among them, the first preset number threshold is k1, and the second preset number threshold is k2; under normal driving conditions, the first preset deviation threshold may be 0.2, the fifth reduction ratio may be 2% or the first increase may be 0.05; the sixth reduction ratio may be 3% or the second increase may be 0.1. Under the conditions of the highlight function, the first preset deviation threshold may be 0.1, the fifth reduction ratio may be 3% or the first increase may be 0.05, the sixth reduction ratio may be 5% or the second increase may be 0.1.

[0089] Specifically, when the difference between the weight coefficient of the slip rate deviation and the preset coefficient threshold is within the preset range, and the slip rate deviation is greater than the second preset threshold deviation, if the number of slips is greater than the third preset number threshold, and less than or equal to the fourth preset number threshold, the expected slip rate reduction ratio is determined to be the seventh reduction ratio or the expected slip rate reduction amount is the seventh reduction amount, or the slip rate deviation weight coefficient increase ratio is determined to be the third increase ratio or the increase amount is the third increase amount; if the number of slips is greater than the fourth preset number threshold, the expected slip rate reduction ratio is determined to be the eighth reduction ratio or the expected slip rate reduction amount is the eighth reduction amount, or the slip rate deviation weight coefficient increase ratio is determined to be the fourth increase ratio or the increase amount is the fourth increase amount. Among them, the eighth reduction ratio is greater than the seventh reduction ratio or the eighth reduction amount is greater than the seventh reduction amount; the fourth preset number threshold is greater than the third preset number threshold, and the fourth increase ratio is greater than the third increase ratio or the fourth increase amount is greater than the third increase amount. Figure 5 As shown, the third preset number threshold is k3, and the fourth preset number threshold is k4; under normal driving conditions, the second preset deviation threshold may be 0.4, the seventh reduction ratio may be 5% or the third increase may be 0.15; the eighth reduction ratio may be 6% or the second increase may be 0.2. Under the condition of the highlight function, the first preset deviation threshold may be 0.1, the seventh reduction ratio may be 6% or the third increase may be 0.15, the eighth reduction ratio may be 7% or the fourth increase may be 0.2.

[0090] Therefore, when the difference between the weight coefficient of the slip rate deviation and the preset coefficient threshold is within the preset range, and the slip rate deviation is greater than the preset threshold deviation, the reduction ratio or reduction amount of the expected slip rate is determined according to the preset number interval corresponding to the number of slips, or the increase ratio or increase amount of the weight coefficient of the slip rate deviation is determined to adjust the expected slip rate or the weight coefficient of the slip rate deviation in the sliding surface, so that the vehicle can better avoid slipping and have better anti-skid control.

[0091] In the embodiment of the present application, step 504 may be optionally optimized. The method provided in the embodiment of the present application includes: Step 901: Determine the desired slip ratio, desired lateral speed, and desired longitudinal speed of the vehicle.

[0092] Step 902: Determine the sliding mode surface of the sliding mode control by weighted combination of the slip rate deviation between the vehicle slip rate and the desired slip rate, the lateral speed deviation between the vehicle lateral speed and the desired lateral speed, and the longitudinal speed deviation between the vehicle longitudinal speed and the desired longitudinal speed.

[0093] Step 903: Determine a control function of sliding mode control based on the sliding mode surface, and drive control the vehicle based on the control function.

[0094] Step 904: Determine the number of slips during the vehicle driving process. When the weight coefficient of the slip rate deviation is less than a preset coefficient threshold and the slip rate deviation is greater than a preset threshold deviation, determine the increase ratio or increase amount of the weight coefficient of the slip rate deviation according to the preset number interval corresponding to the number of slips for adjusting the weight coefficient of the slip rate deviation in the sliding surface.

[0095] In the embodiment of the present application, if the weight coefficient of the slip ratio deviation is less than the preset coefficient threshold, it indicates that the weight coefficient of the slip ratio deviation has room for increase. If the number of slips of the vehicle is large, greater than the first preset number threshold, and the weight coefficient of the slip ratio deviation is less than the preset coefficient threshold, the weight coefficient of the slip ratio deviation can still have room for increase. Therefore, the weight coefficient of the slip ratio deviation can be increased until the preset coefficient threshold is reached. If it is greater than the preset coefficient threshold and the number of slips is still large, it can be adjusted according to the method shown in step 604.

[0096] Specifically, when the weight coefficient of the slip ratio deviation is less than the preset coefficient threshold and the slip ratio deviation is greater than the first preset threshold deviation, if the number of slips is greater than the first preset number threshold and less than or equal to the second preset number threshold, the increase ratio of the weight coefficient of the slip ratio deviation is determined to be the fifth increase ratio or the increase amount is the fifth increase amount; if the number of slips is greater than the second preset number threshold, the increase ratio of the weight coefficient of the slip ratio deviation is determined to be the sixth increase ratio or the increase amount is the sixth increase amount. Among them, the second preset number threshold is greater than the first preset number threshold, the sixth increase ratio is greater than the fifth increase ratio or the sixth increase amount is greater than the fifth increase amount. The correspondence between the increase of the weight coefficient of the slip ratio deviation, the number of slips, and the slip ratio deviation can be referred to. Figure 6. The first preset number threshold is k1, and the second preset number threshold is k2; under normal driving conditions, the first preset deviation threshold may be 0.2, the fifth increase may be 0.05, and the sixth increase may be 0.1. Under the conditions of the highlight function, the first preset deviation threshold may be 0.1, the fifth increase may be 0.1, and the sixth increase may be 0.15.

[0097] Specifically, when the weight coefficient of the slip ratio deviation is less than the preset coefficient threshold and the slip ratio deviation is greater than the second preset threshold deviation, if the number of slips is greater than the third preset number threshold and less than or equal to the fourth preset number threshold, the increase ratio of the weight coefficient of the slip ratio deviation is determined to be the seventh increase ratio or the increase amount is the seventh increase amount; if the number of slips is greater than the fourth preset number threshold, the increase ratio of the weight coefficient of the slip ratio deviation is determined to be the eighth increase ratio or the increase amount is the eighth increase amount. Among them, the fourth preset number threshold is greater than the third preset number threshold, the eighth increase ratio is greater than the seventh increase ratio or the eighth increase amount is greater than the seventh increase amount. Figure 6 As shown, the third preset number threshold is k3, and the fourth preset number threshold is k4; under normal driving conditions, the second preset deviation threshold may be 0.4, the seventh increase may be 0.15, and the eighth increase may be 0.2. Under the condition of the highlight function, the second preset deviation threshold may be 0.3, the seventh increase may be 0.2, and the eighth increase may be 0.25.

[0098] Therefore, when the weight coefficient of the slip rate deviation is less than the preset coefficient threshold and the slip rate deviation is greater than the preset threshold deviation, the increase ratio or increase amount of the weight coefficient of the slip rate deviation is determined according to the preset number interval corresponding to the number of slips to adjust the weight coefficient of the slip rate deviation in the sliding surface, so as to better avoid slipping and have better anti-skid control.

[0099] It should be noted that the situation where the weight coefficient of the slip ratio deviation is greater than the preset coefficient threshold, and the slip ratio deviation is greater than the first preset deviation threshold, can also be understood as: the situation where the weight coefficient of the slip ratio deviation is greater than the preset coefficient threshold, and the slip ratio deviation is greater than the first preset deviation threshold, and the slip ratio deviation is less than or equal to the second preset deviation threshold.

[0100] On the basis of the above embodiment, after the vehicle is driven and controlled based on the control function, it may further include: if the weight coefficient of the slip ratio deviation is greater than the preset coefficient threshold, and the slip ratio deviation is less than the first preset deviation threshold, the expected slip ratio in the sliding surface is increased, or if the difference between the weight coefficient of the slip ratio deviation and the preset coefficient threshold is within a preset range, and the slip ratio deviation is less than the first preset deviation threshold, the expected slip ratio in the sliding surface is increased. Specifically, during the vehicle driving process, if the slip ratio deviation is less than the first preset deviation threshold, in this case, the expected slip ratio is set low, which is likely to cause insufficient power of the vehicle. Therefore, it is necessary to increase the expected slip ratio to increase the vehicle slip ratio and increase the power of the vehicle without generating slip.

[0101] Figure 7 is a flow chart of a distributed drive control method provided by an embodiment of the present application. Based on the above embodiment, it can also include determining a target operating condition during vehicle driving, and adjusting the weight coefficient of the slip rate deviation, the weight coefficient of the lateral speed deviation, and the weight coefficient of the longitudinal speed deviation based on the target operating condition, such as Figure 7 As shown, the method comprises the following steps: Step 1001: Determine the desired slip ratio, desired lateral speed, and desired longitudinal speed of the vehicle.

[0102] Step 1002: Determine a sliding mode surface of the sliding mode control system by weighted combination of a slip rate deviation between a vehicle slip rate and the desired slip rate, a lateral speed deviation between a vehicle lateral speed and the desired lateral speed, and a longitudinal speed deviation between a vehicle longitudinal speed and the desired longitudinal speed.

[0103] Step 1003: Determine a target operating condition during vehicle driving, and adjust the weight coefficient of the slip ratio deviation, the weight coefficient of the lateral speed deviation, and the weight coefficient of the longitudinal speed deviation based on the target operating condition.

[0104] In this embodiment, during the steering process of the distributed drive, the state of the vehicle is affected by various working conditions, for example, by the driving working condition and the driver's demand, so it is necessary to distinguish different working conditions. The driving working condition can be reflected by the road adhesion coefficient information, the slope information, etc., and the driver's demand is reflected by the steering wheel angle information, the accelerator pedal information, the brake pedal information, etc.

[0105] In an optional implementation, the target operating condition during vehicle driving may be determined based on at least one of road adhesion coefficient information, slope information, accelerator pedal information, brake pedal information, and steering wheel angle information.

[0106] In an optional implementation manner, determining the target operating condition during vehicle driving based on at least one of the road adhesion coefficient information, the slope information, the accelerator pedal information, the brake pedal information, and the steering wheel angle information includes: during vehicle driving, if one of the following operating conditions occurs, then the single operating condition that occurs is used as the target operating condition; if at least two of the following operating conditions occur, then the target operating condition is used as a composite operating condition: The road adhesion coefficient or the rate of change of the road adhesion coefficient changes; There is a change in slope; The accelerator pedal opening is the first preset opening or the accelerator pedal change rate changes; The opening of the brake pedal is a second preset opening or the change rate of the brake pedal changes; There is a change in the steering wheel angle or the rate at which the steering wheel angle changes.

[0107] In this embodiment, a set of weight coefficients corresponding to each working condition is recorded in the preset working condition and weight coefficient relationship table, and the set of weight coefficients includes the weight coefficient of slip rate deviation, the weight coefficient of lateral speed deviation and the weight coefficient of longitudinal speed deviation. Among them, the working conditions in the working condition and weight coefficient relationship table include single working conditions and composite working conditions. If it is determined that the current working condition during the vehicle driving process is the target working condition, the weight coefficient of slip rate deviation, the weight coefficient of lateral speed deviation and the weight coefficient of longitudinal speed deviation corresponding to the target working condition can be found by querying the working condition and weight coefficient relationship table. Therefore, by adjusting the weight coefficient based on the target working condition and obtaining the corresponding sliding mode surface, the vehicle can be controlled accordingly according to different working conditions, the control accuracy of the vehicle can be improved, the vehicle control can be made more stable, the adaptability to the environment can be strengthened, the vehicle can be effectively prevented from slipping and instability, and the driver's intention can be better responded to and the vehicle's handling stability can be maintained.

[0108] Step 1004: Determine a control function of sliding mode control based on the sliding mode surface, and drive control the vehicle based on the control function.

[0109] Step 1005: Determine the number of slips during the driving process of the vehicle, and adjust the weight coefficient of the expected slip rate or the slip rate deviation in the sliding surface at least according to the number of slips during the driving process of the vehicle.

[0110] In this embodiment, the introduction of other steps can refer to the above embodiment and will not be repeated here.

[0111] Figure 8 is a flow chart of a distributed drive control method provided in an embodiment of the present application. In this embodiment, Figure 2 Based on this, the updated sliding surface is limited, such as Figure 8 As shown, the method comprises the following steps: Step 1101: Determine the expected slip rate and target expected motion parameters of the vehicle.

[0112] Step 1102: Perform weighted combination of the slip rate deviation between the vehicle slip rate and the expected slip rate, and the motion parameter deviation between the target vehicle motion parameter and the target expected motion parameter to obtain a sliding mode surface of the sliding mode control system.

[0113] Step 1103: Determine a control function of sliding mode control based on the sliding mode surface, and drive control the vehicle based on the control function.

[0114] The introduction of steps 1101 to 1103 may refer to the above embodiments.

[0115] Step 1104: Determine the number of slips and the duration of slips during vehicle driving.

[0116] Step 1105: If the number of slips is greater than a set number threshold, and the slip duration is greater than a preset time threshold, reduce the expected slip rate in the sliding surface or increase the weight coefficient of the slip rate deviation in the sliding surface.

[0117] In this embodiment, the set number threshold may be less than the preset number threshold. When the vehicle has a certain number of slips and a certain slip duration, the expected slip rate in the sliding surface may be reduced or the weight coefficient of the slip rate deviation in the sliding surface may be increased according to these two parameters. Specifically, when the number of slips is greater than the set number threshold and the slip duration is greater than the preset time threshold, the longer the slip duration is, the greater the reduction in the expected slip rate is or the greater the increase in the weight coefficient of the slip rate deviation is.

[0118] Therefore, adjusting the weight coefficient of the expected slip rate or the slip rate deviation by the slip number and the slip duration is simple to implement and calculate, and can also enable the vehicle to better avoid slipping and enable the vehicle to have better anti-skid control.

[0119] Fig. 9 is a structural block diagram of a distributed drive control device provided in an embodiment of the present application, such as Fig. 9 As shown, the device comprises: A determination module 110, for determining the desired motion parameters of the vehicle; A sliding surface determination module 120, configured to select a sliding surface of sliding mode control based on the vehicle motion parameters and the desired motion parameters; A control module 130, configured to determine a control function of sliding mode control based on the sliding mode surface, and drive and control the vehicle based on the control function; The updating module 140 is configured to determine a slip parameter during driving of the vehicle, and update the sliding surface based on the slip parameter to re-control the vehicle.

[0120] In an optional embodiment, the vehicle motion parameters include a vehicle slip ratio, a vehicle lateral speed, and a vehicle longitudinal speed, and the desired motion parameters include at least a desired slip ratio, a desired lateral speed, and a desired longitudinal speed; The updating module 140 is specifically configured to perform weighted combination on the slip rate deviation between the vehicle slip rate and the expected slip rate, the lateral speed deviation between the vehicle lateral speed and the expected lateral speed, and the longitudinal speed deviation between the vehicle longitudinal speed and the expected longitudinal speed to determine the sliding surface.

[0121] In an optional embodiment, an adjustment module is further included, which is used to determine a control function of the sliding mode control based on the sliding mode surface, determine the target operating condition during the vehicle's driving process before driving and controlling the vehicle based on the control function, and adjust the weight coefficient of the slip rate deviation, the weight coefficient of the lateral speed deviation, and the weight coefficient of the longitudinal speed deviation based on the target operating condition.

[0122] In an optional embodiment, updating the sliding surface based on the sliding parameter includes: A weighting coefficient of the expected slip ratio or the slip ratio deviation in the sliding mode surface is adjusted according to at least the number of slips during vehicle driving.

[0123] In an optional embodiment, adjusting the weight coefficient of the expected slip rate or the slip rate deviation in the sliding mode surface at least according to the number of slips during the vehicle driving process includes: When the weight coefficient of the slip rate deviation is greater than a preset coefficient threshold and the slip rate deviation is greater than a preset threshold deviation, the reduction ratio or reduction amount of the expected slip rate is determined according to the preset number interval corresponding to the number of slips to adjust the expected slip rate in the sliding surface; wherein different functions correspond to different preset threshold deviations.

[0124] In an optional embodiment, adjusting the weight coefficient of the expected slip rate or the slip rate deviation in the sliding mode surface at least according to the number of slips during the vehicle driving process includes: When the difference between the weight coefficient of the slip rate deviation and the preset coefficient threshold is within a preset range, and the slip rate deviation is greater than the preset threshold deviation, the reduction ratio or reduction amount of the expected slip rate is determined according to the preset number interval corresponding to the number of slips, or the increase ratio or increase amount of the weight coefficient of the slip rate deviation is determined, so as to adjust the expected slip rate or the weight coefficient of the slip rate deviation in the sliding surface.

[0125] In an optional embodiment, adjusting the weight coefficient of the expected slip rate or the slip rate deviation in the sliding mode surface at least according to the number of slips during the vehicle driving process includes: When the weight coefficient of the slip rate deviation is less than a preset coefficient threshold and the slip rate deviation is greater than a preset threshold deviation, the increase ratio or increase amount of the weight coefficient of the slip rate deviation is determined according to the preset number interval corresponding to the number of slips to adjust the weight coefficient of the slip rate deviation in the sliding surface.

[0126] like Fig.10 As shown, an embodiment of the present application provides an electronic device, including a processor 111, a communication interface 112, a memory 113 and a communication bus 114, wherein the processor 111, the communication interface 112, and the memory 113 communicate with each other through the communication bus 114. Memory 113, used for storing computer programs; In one embodiment of the present application, the processor 111 is used to execute a program stored in the memory 113 to implement a distributed drive control method provided by any of the above method embodiments, including: determining desired motion parameters of the vehicle; Selecting a sliding mode surface of sliding mode control based on the vehicle motion parameter and the desired motion parameter; Determining a control function of sliding mode control based on the sliding mode surface, and performing drive control on the vehicle based on the control function; A slip parameter during driving of the vehicle is determined, and the sliding surface is updated based on the slip parameter to regain control of the vehicle.

[0127] An embodiment of the present application further provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the steps of a distributed driving method provided in any of the aforementioned method embodiments are implemented.

[0128] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0129] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a general hardware platform, and of course, by hardware. Based on this understanding, the above technical solution, in essence, or the part that contributes to the relevant technology, can be embodied in the form of a software product, which can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiment.

[0130] It should be understood that the terms used herein are only for the purpose of describing specific example embodiments and are not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms "one", "an" and "said" as used herein may also be meant to include plural forms. The terms "include", "comprise", "contain", and "have" are inclusive, and therefore specify the existence of stated features, steps, operations, elements and / or parts, but do not exclude the existence or addition of one or more other features, steps, operations, elements, parts, and / or combinations thereof. The method steps, processes, and operations described herein are not interpreted as necessarily requiring them to be performed in the specific order described or illustrated, unless the execution order is clearly indicated. It should also be understood that additional or alternative steps may be used.

[0131] The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. A distributed drive control method, characterized in that: include: determining desired motion parameters of the vehicle; Determining a sliding mode surface of sliding mode control based on the vehicle motion parameters and the desired motion parameters; Determining a control function of sliding mode control based on the sliding mode surface, and performing drive control on the vehicle based on the control function; A slip parameter during driving of the vehicle is determined, and the sliding surface is updated based on the slip parameter to regain control of the vehicle.

2. The method according to claim 1, characterized in that The vehicle motion parameters include a vehicle slip ratio, a vehicle lateral speed, and a vehicle longitudinal speed, and the desired motion parameters include a desired slip ratio, a desired lateral speed, and a desired longitudinal speed; The determining of the sliding mode surface of the sliding mode control based on the vehicle motion parameter and the expected motion parameter comprises: The slip mode surface is determined by weightedly combining a slip ratio deviation between the vehicle slip ratio and the expected slip ratio, a lateral speed deviation between the vehicle lateral speed and the expected lateral speed, and a longitudinal speed deviation between the vehicle longitudinal speed and the expected longitudinal speed.

3. The method according to claim 2, characterized in that Before determining a control function of sliding mode control based on the sliding mode surface and driving and controlling the vehicle based on the control function, the method further includes: A target operating condition during the driving of the vehicle is determined, and a weight coefficient of the slip ratio deviation, a weight coefficient of the lateral speed deviation, and a weight coefficient of the longitudinal speed deviation are adjusted based on the target operating condition.

4. The method according to claim 2, characterized in that: The updating of the sliding surface based on the sliding parameter comprises: A weighting coefficient of the expected slip ratio or the slip ratio deviation in the sliding mode surface is adjusted according to at least the number of slips during vehicle driving.

5. The method according to claim 4, characterized in that The adjusting the weight coefficient of the expected slip rate or the slip rate deviation in the sliding mode surface at least according to the number of slips during the vehicle driving process includes: When the weight coefficient of the slip rate deviation is greater than a preset coefficient threshold and the slip rate deviation is greater than a preset threshold deviation, the reduction ratio or reduction amount of the expected slip rate is determined according to the preset number interval corresponding to the number of slips to adjust the expected slip rate in the sliding surface; different operating conditions correspond to different preset threshold deviations.

6. The method according to claim 4, characterized in that The adjusting the weight coefficient of the expected slip rate or the slip rate deviation in the sliding mode surface at least according to the number of slips during the vehicle driving process includes: When the difference between the weight coefficient of the slip rate deviation and the preset coefficient threshold is within a preset range, and the slip rate deviation is greater than the preset threshold deviation, the reduction ratio or reduction amount of the expected slip rate is determined according to the preset number interval corresponding to the number of slips, or the increase ratio or increase amount of the weight coefficient of the slip rate deviation is determined, so as to adjust the expected slip rate or the weight coefficient of the slip rate deviation in the sliding surface.

7. The method according to claim 4, characterized in that The adjusting the weight coefficient of the expected slip rate or the slip rate deviation in the sliding mode surface at least according to the number of slips during the vehicle driving process includes: When the weight coefficient of the slip rate deviation is less than a preset coefficient threshold and the slip rate deviation is greater than a preset threshold deviation, the increase ratio or increase amount of the weight coefficient of the slip rate deviation is determined according to the preset number interval corresponding to the number of slips to adjust the weight coefficient of the slip rate deviation in the sliding surface.

8. A distributed drive control device, characterized in that: The method for implementing any one of claims 1 to 7 above comprises: A determination module, for determining the desired motion parameters of the vehicle; A sliding surface determination module, used for determining a sliding surface of sliding mode control based on vehicle motion parameters and the expected motion parameters; A control module, configured to determine a control function of sliding mode control based on the sliding mode surface, and to perform driving control on the vehicle based on the control function; An updating module is used to determine a slip parameter during driving of the vehicle and update the sliding surface based on the slip parameter to re-control the vehicle.

9. An electronic device, characterized in that: include: Memory for storing computer programs; A processor, configured to execute a computer program stored in the memory, and when the computer program is executed, implement the method described in any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method described in any one of claims 1 to 7 is implemented.

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