Vehicle head warping control method, electronic equipment and computer readable storage medium

Abstract

The invention discloses a vehicle head warping control method, electronic equipment and a computer readable storage medium. The method comprises the following steps: in response to received multi-axis inertial unit data and wheel speed data of a vehicle, performing multi-dimensional processing on the multi-axis inertial unit data and the wheel speed data to obtain parameter data of the vehicle; wherein the parameter data comprises system gravity center position data and Euler angle data of the vehicle, and slip rate data and friction adhesion coefficients of tires; and the parameter data are subjected to driving force calculation and correction, and the maximum control allowable torque is obtained. Multi-dimensional processing is carried out on the multi-axis inertia unit data and the wheel speed data of the vehicle to obtain multi-dimensional parameter data, driving force calculation and correction are carried out on the parameter data to obtain the control allowable maximum torque, the head warping phenomenon of the electric motorcycle can be effectively controlled, and then the riding safety of the electric motorcycle is improved.

Description

Technical Field

[0001] The present application relates to the technical field of electric motorcycle control, and in particular to a vehicle tilt control method, an electronic device and a computer-readable storage medium. Background Art

[0002] At present, the power and torque of electric motorcycles on the market are generally developing towards the level of 50 kW and 200 Nm or more, which is close to the power output of traditional 600cc gasoline motorcycles. As the power level of electric motorcycles increases, riders are prone to excessive power output due to excessive manipulation of the speed control handle of the electric motorcycle during driving, resulting in the phenomenon of front wheel tilt (front wheel hanging in the air). The phenomenon of front wheel tilt is particularly dangerous on ordinary roads, which can easily lead to vehicle loss of control, collision or rider fall, posing serious safety risks to riders.

[0003] However, currently only traditional high-end fuel motorcycles are equipped with anti-wheeling or wheeling control functions, and electric motorcycles generally lack anti-wheeling or wheeling control functions, which makes electric motorcycles lack effective protection for riding safety when high power output is achieved. Summary of the invention

[0004] The present application provides a vehicle nose-up control method, an electronic device, and a computer-readable storage medium, which can effectively control the nose-up phenomenon of an electric motorcycle, thereby improving the riding safety of the electric motorcycle.

[0005] A technical solution adopted by the present application is to provide a vehicle nose-up control method, which includes: in response to receiving multi-axis inertial unit data and wheel speed data of the vehicle, multi-dimensionally processing the multi-axis inertial unit data and wheel speed data to obtain vehicle parameter data; wherein the parameter data includes system center of gravity position data of the vehicle, Euler angle data, and tire slip rate data and friction adhesion coefficient. The parameter data is used for driving force calculation and correction to obtain the maximum control allowable torque.

[0006] In some embodiments, the parameter data is subjected to driving force calculation and correction to obtain the maximum control-allowed torque, including: the parameter data is subjected to driving force calculation and correction to obtain the maximum control-allowed torque and the minimum control-allowed torque.

[0007] In some embodiments, the parameter data is subjected to driving force calculation and correction to obtain the maximum control torque and the minimum control torque, including: obtaining a preset pitch control gear and a target allowable pitch angle. The system center of gravity position data and the pitch control gear are subjected to torque feedforward calculation of pitch control to obtain the drive feedforward torque. The system center of gravity position data and the friction adhesion coefficient are subjected to maximum wheel-side driving force calculation to obtain the maximum wheel-side driving torque and the minimum wheel-side driving torque. Based on the current operating state, the slip rate data is subjected to vehicle slip arbitration calculation to obtain the vehicle slip rate of the vehicle; wherein the slip rate data includes at least one of the front wheel slip rate and the rear wheel slip rate. The target allowable pitch angle, the drive feedforward torque, the wheel-side driving maximum torque, the wheel-side driving minimum torque, the vehicle slip rate and the Euler angle data are subjected to torque calculation and correction to obtain the maximum control torque and the minimum control torque.

[0008] In some embodiments, the Euler angle data includes a pitch angle, a roll angle, and a yaw angle. The target allowable nose-up angle, the drive feedforward torque, the maximum wheel-side drive torque, the minimum wheel-side drive torque, the vehicle slip rate, and the Euler angle data are used for torque calculation and correction to obtain the maximum control allowable torque and the minimum control allowable torque, including: calculating the target allowable nose-up angle, the drive feedforward torque, the maximum wheel-side drive torque, and the pitch angle to obtain the maximum wheel-side drive P-direction torque. Calculating the pitch angle and the target allowable nose-up angle to obtain the maximum wheel-side drive I-direction torque. Based on the vehicle slip rate, determining the corresponding vehicle slip reduction torque. Calculating and updating the vehicle slip reduction torque, the maximum wheel-side drive P-direction torque, the maximum wheel-side drive I-direction torque, the roll angle, and the yaw angle to obtain the maximum control allowable torque. And, determining the minimum wheel-side drive torque as the minimum control allowable torque.

[0009] In some embodiments, based on the vehicle slip rate, determining the corresponding vehicle slip reduction torque includes: in response to the vehicle slip rate being greater than or equal to a preset slip threshold, reducing the torque based on the size of the vehicle slip rate to obtain the vehicle slip reduction torque. In response to the vehicle slip rate being less than the slip threshold, determining that the vehicle slip reduction torque is zero.

[0010] In some embodiments, the vehicle slip reduction torque, the maximum wheel-side driving P-direction torque, the maximum wheel-side driving I-direction torque, the roll angle and the yaw angle are calculated and updated and corrected to obtain the maximum control allowable torque, which then includes: in response to the control allowable maximum torque being less than or equal to the actual driving wheel end torque, the vehicle's pitch control state is activated.

[0011] In some embodiments, based on the current running state, the slip rate data is subjected to a vehicle slip arbitration calculation to obtain the vehicle slip rate of the vehicle, including: in response to the current driving state, detecting whether the rear wheel slip rate is greater than or equal to a preset first percentage threshold. If the rear wheel slip rate is greater than or equal to the first percentage threshold, the rear wheel slip rate is determined as the vehicle slip rate. If the rear wheel slip rate is less than the first percentage threshold, the vehicle slip rate of the previous state is determined as the vehicle slip rate.

[0012] In some embodiments, based on the current running state, the slip rate data is subjected to a vehicle slip arbitration calculation to obtain the vehicle slip rate of the vehicle, including: in response to the current braking state, detecting whether the front wheel slip rate is greater than or equal to a preset second percentage threshold. If the front wheel slip rate is greater than or equal to the second percentage threshold, the front wheel slip rate is determined as the vehicle slip rate. If the rear wheel slip rate is less than the second percentage threshold, the vehicle slip rate of the previous state is determined as the vehicle slip rate.

[0013] In some embodiments, based on the current operating state, the slip rate data is subjected to a vehicle slip arbitration calculation to obtain the vehicle slip rate of the vehicle, including: in response to the current state not being a driving state and not being a braking state, obtaining the average slip rate of the front wheel slip rate and the rear wheel slip rate, and determining the average slip rate as the vehicle slip rate.

[0014] In some embodiments, in response to the rear wheels of the vehicle being drive wheels, the friction adhesion coefficient is the rear wheel friction adhesion coefficient between the rear wheels and the road surface, and the system center of gravity position data includes the rear wheel load force. The system center of gravity position data and the friction adhesion coefficient are used to calculate the maximum wheel-side driving force to obtain the wheel-side driving maximum torque and the wheel-side driving minimum torque, including: in response to the rear wheel friction adhesion coefficient being greater than or equal to a preset first calibration value, the rear wheel friction adhesion coefficient is determined as the rear wheel driving power limiting coefficient. The rear wheel friction adhesion coefficient, the rear wheel driving power limiting coefficient and the rear wheel load force are calculated to obtain the wheel-side driving maximum torque and the wheel-side driving minimum torque.

[0015] In some embodiments, in response to the front wheels and rear wheels of the vehicle being both driving wheels, the friction adhesion coefficient includes the front wheel friction adhesion coefficient between the front wheel and the road surface and the rear wheel friction adhesion coefficient between the rear wheel and the road surface, and the system gravity center position data includes the front wheel load force and the rear wheel load force; the system gravity center position data and the friction adhesion coefficient are used to calculate the maximum wheel-side driving force to obtain the wheel-side driving maximum torque and the wheel-side driving minimum torque, including: in response to the front wheel friction adhesion coefficient being greater than or equal to the preset second calibration value, the front wheel friction adhesion coefficient is determined as the front wheel driving power limiting coefficient; and / or in response to the rear wheel friction adhesion coefficient being greater than or equal to the preset first calibration value, the rear wheel friction adhesion coefficient is determined as the rear wheel driving power limiting coefficient. The front wheel friction adhesion coefficient, the front wheel driving power limiting coefficient and the front wheel load force are calculated to obtain the front wheel wheel-side driving maximum torque; and / or the rear wheel friction adhesion coefficient, the rear wheel driving power limiting coefficient and the rear wheel load force are calculated to obtain the rear wheel wheel-side driving maximum torque and the rear wheel wheel-side driving minimum torque. The maximum wheel-side driving torque is determined by combining the maximum wheel-side driving torque of the front wheels and the maximum wheel-side driving torque of the rear wheels; and / or the minimum wheel-side driving torque is determined by combining the minimum wheel-side driving torque of the front wheels and the minimum torque of the rear wheels.

[0016] In some embodiments, the system center of gravity position data includes the vehicle's inherent center of gravity coordinate information, the driver's center of gravity real-time coordinate information, the center of gravity torque arm and the front wheel torque arm; the system center of gravity position data and the head-turning control gear are used to perform a torque feedforward calculation for the head-turning control to obtain the drive feedforward torque, including: correcting the center of gravity torque arm according to the center of gravity coordinate information and the driver's center of gravity real-time coordinate information to obtain a corrected center of gravity torque arm. In response to the front wheel torque arm being greater than or equal to the corrected center of gravity torque arm, the corrected center of gravity torque arm is matched with the limit parameters in a preset limit table to determine the drive feedforward torque. In response to the front wheel torque arm being less than the corrected center of gravity torque arm, the preset maximum value is determined as the drive feedforward torque.

[0017] Another technical solution adopted by the present application is to provide an electronic device, the electronic device comprising: a memory for storing executable program codes; a processor for calling and running the executable program codes from the memory, so that the electronic device executes any one of the above vehicle pitch control methods.

[0018] Another technical solution adopted by the present application is: providing a computer-readable storage medium, the computer-readable storage medium storing a computer program, and when the computer program is executed by a processor, implementing any of the above vehicle pitch control methods.

[0019] The embodiment of the present application provides a vehicle nose-up control method, which includes: in response to receiving the multi-axis inertial unit data and wheel speed data of the vehicle, multi-dimensionally processing the multi-axis inertial unit data and wheel speed data to obtain the parameter data of the vehicle; wherein the parameter data includes the system center of gravity position data of the vehicle, Euler angle data, and the slip rate data and friction adhesion coefficient of the tire; the parameter data is calculated and corrected for driving force to obtain the maximum control-allowed torque. By multi-dimensionally processing the multi-axis inertial unit data and wheel speed data of the vehicle to obtain parameter data of multiple dimensions, and calculating and correcting the parameter data for driving force to obtain the maximum control-allowed torque, the torque link and energy flow link of the whole vehicle control can be actively intervened and controlled, so that the maximum power performance control, maximum traction control, and maximum acceleration capacity control of the electric motorcycle in the horizontal steady state and nose-up transient state can be achieved, thereby improving driving safety. BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a flow chart of a vehicle tilt control method in one embodiment of the present application; Figure 2a This is a framework diagram of a vehicle body tilt dynamic control system in a vehicle tilt control method in an embodiment of the present application; Figure 2b It is a framework diagram of a vehicle body tilt dynamic control system in another embodiment of the present application in a vehicle tilt control method; Figure 3 is a flow chart of a vehicle tilt control method in one embodiment of the present application; Figure 4 This is a schematic diagram of the internal logic operation principle of the vehicle tilt control software unit in the vehicle tilt control method in one embodiment of the present application; Figure 5 It is a logical schematic diagram of a driver interaction interface of a vehicle pitch control function of a pitch control method in one embodiment of the present application; Figure 6 The vehicle tilt control method of the present application Figure 3 A flowchart of a specific embodiment of step S303; Figure 7 1. is a schematic diagram of the calculation logic of the allowable feed-forward torque of the pitch control of the vehicle pitch control method in one embodiment of the present application; Figure 8 The vehicle tilt control method of the present application Figure 3 A first flow chart of a specific embodiment of step S304; Fig. 9 This is a logic diagram of calculating the maximum wheel side driving force allowed by the road friction coefficient in a vehicle nose-up control method in an embodiment of the present application; Fig.10 The vehicle tilt control method of the present application Figure 3A second flow diagram of a specific embodiment of step S304; Fig.11 The vehicle tilt control method of the present application Figure 3 A first flow chart of a specific embodiment of step S305; Fig.12 This is a schematic diagram of the whole vehicle slip rate arbitration calculation logic of the vehicle pitch control method in one embodiment of the present application; Fig.13 The vehicle tilt control method of the present application Figure 3 A second flow diagram of step S305 of a specific embodiment; Fig.14 The vehicle tilt control method of the present application is as follows: Figure 3 S305 is a schematic diagram of a third process flow of a specific embodiment; Fig.15 The vehicle tilt control method of the present application is as follows: Figure 3 S306 is a flow chart of a specific embodiment; Fig.16 It is a schematic diagram of the calculation logic of the final torque of the vehicle pitch control method and the update correction calculation in one embodiment of the present application; Fig.17 The vehicle tilt control method of the present application is as follows: Fig.15 S1504 is a flow chart of a specific embodiment; Fig.18 is an exemplary structural block diagram of an electronic device of a vehicle pitch control method in an embodiment of the present application; Fig.19 It is an exemplary structural block diagram of a computer-readable storage medium of a vehicle pitch control method in one embodiment of the present application. DETAILED DESCRIPTION

[0020] The present application is described in detail below in conjunction with the accompanying drawings and implementation methods. In the absence of conflict, the following embodiments and features in the embodiments may be combined with each other.

[0021] In some embodiments, see Figure 1 , Figure 1 FIG. 1 is a flow chart of a vehicle tilt control method in an embodiment of the present application. It should be noted that if there is substantially the same result, the method of the present application is not limited to the vehicle tilt control method. Figure 1 The process sequence shown is limited. Figure 1 As shown, the vehicle pitch control method includes: Step S101, in response to receiving the multi-axis inertial unit data and wheel speed data of the vehicle, multi-dimensionally process the multi-axis inertial unit data and wheel speed data to obtain vehicle parameter data; wherein the parameter data includes the vehicle's system center of gravity position data, Euler angle data, and tire slip rate data and friction adhesion coefficient.

[0022] When the vehicle is driving, the six-axis inertial measurement unit (IMU) can be used to collect the vehicle's multi-axis inertial unit data; at the same time, the front wheel speed sensor can be used to collect the front wheel tooth count and front wheel tooth timing, and the rear wheel speed sensor can be used to collect the rear wheel tooth count and rear wheel tooth timing. Then, the main vehicle control unit (MVCU) hardware can be used to analyze the multi-axis inertial unit data and wheel speed data from different dimensions to obtain the vehicle's parameter data.

[0023] The vehicle may be an electric motorcycle. The multi-axis inertial unit data is used to describe the dynamic motion characteristics of the vehicle in different axial directions, and the wheel speed data is used to reflect the vehicle's driving speed. The system center of gravity position data can be used to reflect the vehicle's inherent center of gravity position, wheel side load force, torque arm, and the center of gravity position of the vehicle driver during driving; the Euler angle data can be used to reflect the vehicle's posture changes; the friction adhesion coefficient between the vehicle tire and the road surface can be used to reflect the friction between the tire and the road surface; the vehicle tire slip rate data can reflect the relative sliding degree between the tire and the road surface.

[0024] Step S102, calculating and correcting the driving force of the parameter data to obtain the maximum torque allowed by the control.

[0025] The maximum control torque may be the maximum positive driving force that can be applied to the wheels when the vehicle is accelerating, that is, it represents the driving acceleration of the vehicle. The specific size of the maximum control torque may be related to the current vehicle system center of gravity position data, the vehicle Euler angle data, and the tire slip rate data and the tire friction adhesion coefficient, that is, it is related to the current road conditions and vehicle parameter data.

[0026] As an illustrative example, when the vehicle does not tilt, the maximum torque allowed by the control can be maintained at a fixed torque value, which can be used to provide the vehicle with sufficient acceleration capability while maintaining the stability of the vehicle. When the torque actually output by the vehicle gradually approaches the maximum torque, the traction of the vehicle tires gradually increases, causing the front wheels of the vehicle to gradually lift, i.e., tilt occurs. Since excessive driving force can cause the vehicle to further tilt or even lose control, in order to prevent the vehicle from continuing to tilt and lose control, the maximum torque allowed by the control can be dynamically adjusted through the vehicle controller hardware, that is, when the vehicle tilts to a certain angle, the maximum torque allowed by the control will begin to decrease. By reducing the driving torque, the vehicle can use its own weight to gradually restore the center of gravity to a reasonable position to prevent the vehicle from continuing to tilt or roll.

[0027] In some embodiments, to improve the integrity and stability of the torque control link, if a maximum value is set, a corresponding minimum value can be set to limit the torque width. Therefore, step S102 may include: calculating and correcting the parameter data for driving force to obtain the maximum torque allowed by control and the minimum torque allowed by control.

[0028] The control of the minimum allowable torque can be achieved by generating torque opposite to the driving direction through regenerative braking or other deceleration mechanisms, that is, the deceleration braking of the vehicle. The specific sizes of the control of the minimum allowable torque and the control of the maximum allowable torque need to be calculated according to the road conditions and vehicle parameters.

[0029] As an illustrative example, the maximum allowable wheel-end torque of the warping threshold at the current moment = 1200 Nm, and the corresponding minimum allowable torque may be -1200 Nm.

[0030] In an exemplary embodiment, see Figure 2a The vehicle dynamic control system shown in the figure is composed of a vehicle controller hardware, a six-axis inertial processing hardware unit, front and rear wheel speed sensor hardware, a motor controller hardware and a drive motor hardware; wherein the vehicle controller hardware may include a center of gravity position estimation software unit, a road adhesion coefficient estimation unit, a wheel speed calculation and vehicle speed arbitration software unit, an Euler angle solution unit, a tire slip rate calculation software unit, a wheel roll control software unit, and a torque distribution control software unit.

[0031] During the driving process of the vehicle, the center of gravity position estimation software unit can be used to estimate the center of gravity position of the multi-axis inertial unit data and wheel speed data to obtain the system center of gravity position data of the vehicle; the Euler angle solution software unit can be used to solve the Euler angle of the multi-axis inertial unit data and wheel speed data to obtain the Euler angle data of the vehicle; the road adhesion coefficient estimation software unit can be used to estimate the road adhesion coefficient of the multi-axis inertial unit data and wheel speed data to obtain the friction adhesion coefficient between the vehicle tire and the road surface; the wheel speed calculation vehicle speed arbitration software unit and the tire slip rate calculation software unit can be used to calculate the slip rate of the multi-axis inertial unit data and wheel speed data to obtain the slip rate data of the vehicle tire. Then, the driving force calculation and correction of the system center of gravity position data, Euler angle data, and the slip rate data and friction adhesion coefficient of the vehicle can be performed through the tilt control software unit to obtain the maximum control torque allowed by the vehicle and the minimum control torque allowed by the vehicle. Then, the torque distribution control software unit can be used to distribute the torque according to the maximum control torque allowed by the vehicle and the minimum control torque allowed by the vehicle to obtain the target torque and rotation direction of the motorcycle. The target torque and rotation direction are input into the motor controller MCU hardware to control the operation of the drive motor through the motor controller hardware output corresponding parameters.

[0032] In an exemplary embodiment, please refer to Figure 2b , the multi-axis inertial unit data may include x acceleration, y acceleration, z acceleration, x-axis angular velocity, y-axis angular velocity, and z-axis angular velocity. The wheel speed data may include the front wheel tooth count, the rear wheel tooth count, the front wheel tooth interval timing, and the rear wheel tooth interval timing. The Euler angle data may include the roll angle (Roll), the pitch angle (Pitch), and the yaw angle (Yaw). The system center of gravity position data may include the vehicle's inherent center of gravity coordinate information, the driver's center of gravity real-time coordinate information, the front wheel torsion arm, the center of gravity torsion arm, the front wheel load force, and the rear wheel load force. The slip rate data may include the front wheel slip rate and the rear wheel slip rate. The friction adhesion coefficient may include the front wheel friction adhesion coefficient and the rear wheel friction adhesion coefficient. Among them, this exemplary embodiment and / or technical effect may be as follows Figure 2a The exemplary description is not repeated here.

[0033] The embodiment of the present application processes the multi-axis inertial unit data and wheel speed data of the vehicle in multiple dimensions to obtain parameter data of multiple dimensions, and calculates and corrects the parameter data for driving force to obtain the maximum allowable torque for control, so as to realize active intervention and control of the torque link and energy flow link of the whole vehicle control. According to the maximum allowable torque for control, torque distribution is performed to obtain the target torque and rotation direction, and the operation of the driving motor of the motorcycle is controlled by inputting the corresponding parameters of the target torque and rotation direction through the hardware output of the motor controller MCU, so that the electric motorcycle can achieve the maximum power performance control, maximum traction control, and maximum acceleration ability control in the horizontal steady state and the pitching transient state, thereby improving driving safety.

[0034] In some embodiments, see Figure 3 , Figure 3 1 is a flow chart of a vehicle tilt control method in an embodiment of the present application. The method comprises the following steps: Step S301, in response to receiving the multi-axis inertial unit data and wheel speed data of the vehicle, multi-dimensionally process the multi-axis inertial unit data and wheel speed data to obtain vehicle parameter data; wherein the parameter data includes the vehicle's system center of gravity position data, Euler angle data, and tire slip rate data and friction adhesion coefficient.

[0035] Among them, the implementation method and / or technical effect of step S301 can be the same as the above-mentioned step S101, and will not be repeated here.

[0036] Step S302, obtaining a preset pitch control gear and a target allowable pitch angle.

[0037] As an example, the driver can select logic, set the pitch control gear and the target pitch angle through the interactive interface of the pitch control software unit. The pitch control gear can include multiple different gears, each gear corresponds to a different control strength; the target pitch angle can be used to control the target angle when the vehicle pitches.

[0038] Step S303, performing torque feedforward calculation for pitch control based on the system center of gravity position data and pitch control gear position to obtain a drive feedforward torque.

[0039] Among them, the torque feedforward calculation of the pitch control can be used to roughly calculate the drive feedforward torque before the pitch proportional-integral-derivative (PID) closed-loop operation. The allowable drive feedforward torque of the pitch control can not only ensure the wheel side drive torque when the vehicle is in the critical state of pitching and not pitching, but also be used for the feedforward torque of the PID calculation later. It can make the vehicle adjust the torque output more quickly when the pitch occurs, reducing the risk of pitching.

[0040] Step S304, calculating the maximum wheel-side driving force using the system center of gravity position data and the friction adhesion coefficient to obtain the wheel-side driving maximum torque and the wheel-side driving minimum torque.

[0041] The maximum wheel-side drive torque may be the maximum driving torque of the vehicle tire without slipping; the minimum wheel-side drive torque may be the minimum driving torque of the vehicle tire without slipping. This embodiment uses the road friction coefficient estimation function to perform safer and more adequate control restrictions on the wheeling control, which can improve the safety of the wheeling function on low-adhesion roads.

[0042] Step S305, based on the current operating state, performing vehicle slip arbitration calculation on the slip rate data to obtain the vehicle slip rate of the vehicle; wherein the slip rate data includes at least one of the front wheel slip rate and the rear wheel slip rate.

[0043] The vehicle slip rate can be used to comprehensively judge the degree of slip between each tire and the road surface during driving. The overall slip state of the vehicle can be determined by analyzing the slip rates of the front and rear tires of the vehicle.

[0044] Step S306, the target allowable nose-up angle, drive feedforward torque, wheel-side drive maximum torque, wheel-side drive minimum torque, vehicle slip rate and Euler angle data are subjected to torque calculation and correction to obtain the control allowable maximum torque and the control allowable minimum torque.

[0045] As an illustrative example, the target allowed nose-up angle can control the angle of the vehicle's nose-up, the drive feedforward torque can provide a rough estimate of the drive torque, the wheel-side drive maximum torque and wheel-side drive minimum torque can control the system so that it does not exceed the tire adhesion range, the vehicle slip rate is an important indicator for determining whether the vehicle is in a slipping or out-of-control state, and helps the system keep the vehicle stable when distributing power, and the Euler angle data can take into account the vehicle's spatial posture. Therefore, in order to comprehensively evaluate the vehicle's power requirements, posture stability, and road conditions, torque calculation and correction can be performed by combining these parameter data, and the maximum control allowable torque and the minimum control allowable torque can be accurately calculated to reduce the risk of vehicle loss of control due to excessive power output.

[0046] In some exemplary embodiments, the tilt control software unit is executed in the vehicle controller hardware. The operation logic principle is shown in Figure 4 The pitch control software unit may include driver interaction interface selection logic, pitch control allowable torque feedforward calculation logic, maximum wheel side driving force calculation logic allowed by road friction coefficient, vehicle slip arbitration calculation logic, pitch control final torque calculation and PID update correction logic and other sub-software modules.

[0047] The driver can select the pitch control gear and / or the target pitch angle in advance or in real time on the vehicle instrument or mobile phone application interface, and the driver interface selection logic of the pitch control software unit can respond to the pitch control gear and / or the target pitch angle selected by the driver. The pitch control gear can be designed according to the functional requirements of the vehicle, and different gears correspond to different maximum torques.

[0048] In some exemplary embodiments, see Figure 5 , Figure 5 The gears for controlling the vehicle's nose-up are divided into four gears, including Off, 1st, 2nd, and 3rd. In Off, the vehicle's nose-up angle is not controlled at all, allowing the driver to freely control the power and the nose-up angle; in 1st gear, the vehicle's nose-up angle is not controlled at all, and excessive drive torque is not allowed to be requested to avoid the vehicle's nose-up angle; in 2nd gear, the vehicle's nose-up angle is allowed within 10°, allowing the driver to request a drive torque for the vehicle's nose-up angle within 10°; in 3rd gear, the vehicle's nose-up angle is allowed within 45°, allowing the driver to request a drive torque for the vehicle's nose-up angle within 45°.

[0049] In some embodiments, see Figure 2b The system center of gravity position data includes the vehicle's inherent center of gravity coordinate information, the driver's center of gravity real-time coordinate information, the center of gravity torsion arm and the front wheel torsion arm; among them, the vehicle's inherent center of gravity coordinate information can be the vehicle's inherent center of gravity coordinate X, Y, Z information; the driver's center of gravity real-time coordinate information can be the driver's center of gravity coordinate X, Y, Z information during riding.

[0050] In some embodiments, see Figure 6 , step S303 may include: step S601, correcting the center of gravity torque arm according to the center of gravity coordinate information and the real-time center of gravity coordinate information of the driver to obtain a corrected center of gravity torque arm. Step S602, in response to the front wheel torque arm being greater than or equal to the corrected center of gravity torque arm, matching the corrected center of gravity torque arm with the limit parameter in the preset limit table to determine the drive feedforward torque. Step S603, in response to the front wheel torque arm being less than the corrected center of gravity torque arm, determining the preset maximum value as the drive feedforward torque.

[0051] The limit table may be a wheel end drive torque limit table for fuzzy control of the center of gravity torque arm, which may include multiple limit parameters; each limit parameter may range from 0 to 1, and may be used to combine with the corrected center of gravity torque arm to obtain a drive feedforward torque, so that the drive feedforward torque may be less than gravity. The specific value of the maximum value may be much greater than the driving force of the vehicle motor.

[0052] In an exemplary embodiment, see Figure 7When at least one of the vehicle driving lever arm and the center of gravity torsion lever arm changes dynamically due to changes in the vehicle's center of gravity, the driver's center of gravity, the body posture angle, acceleration and deceleration, etc., the allowable feedforward torque of the pitch control will be dynamically calculated and changed.

[0053] Among them, the pitch control allowable torque feedforward calculation logic of the pitch control software unit can be used for processing: when the vehicle's front wheel torque arm is ≥ the corrected center of gravity torque arm, the corrected center of gravity torque arm can be matched with the limit parameters in the pre-calibrated pitch control wheel-end drive torque limit table, and the drive feedforward torque allowed for pitch control can be obtained by multiplying the corrected center of gravity torque arm with the matching limit parameters; when the vehicle's front wheel torque arm is < the corrected center of gravity torque arm, the maximum value of the drive feedforward torque allowed for pitch control can be fixed, that is, the upper limit of the drive torque is not limited; in addition, when the vehicle's front wheel torque arm is < the corrected center of gravity torque arm, the minimum value of the drive feedforward torque can also be fixed.

[0054] As an illustrative example, the maximum value may be 100000 Nm, ie, there is no limit on the upper limit of the driving torque; the minimum value may be -100000 Nm, ie, there is no limit on the lower limit of the driving torque.

[0055] In some embodiments, see Figure 8 In response to the rear wheels of the vehicle being driving wheels, the friction adhesion coefficient is the rear wheel friction adhesion coefficient between the rear wheels and the road surface, and the system center of gravity position data includes the rear wheel load force; step S304 may include: Step S801, in response to the rear wheel friction adhesion coefficient being greater than or equal to a preset first calibration value, the rear wheel friction adhesion coefficient is determined as the rear wheel drive power limit coefficient. Step S802, the rear wheel friction adhesion coefficient, the rear wheel drive power limit coefficient and the rear wheel load force are calculated to obtain the wheel-side drive maximum torque and the wheel-side drive minimum torque. Step S803, in response to the rear wheel friction adhesion coefficient being less than the first calibration value, the rear wheel friction adhesion coefficient at the previous moment is maintained.

[0056] Among them, since the vehicle may pass through mixed roads during driving, that is, there may be multiple areas with different friction coefficients in a driving section. Therefore, the first calibration value can be used to maintain the acquired rear wheel friction adhesion coefficient within a reasonable range during the vehicle driving process, so as to determine the rear wheel friction adhesion coefficient as the rear wheel drive power limit coefficient. The rear wheel drive power limit coefficient can be used to limit the wheel side driving force of the vehicle, reduce the error risk caused by the frequent fluctuation of the rear wheel friction adhesion coefficient, and thus reduce the phenomenon of the motorcycle slipping or losing control before the nose is lifted.

[0057] The first calibration value can be set according to actual conditions, for example, the range of the first calibration value can be 0.3 to 1. In some embodiments, the first calibration value is any one of 0.3, 0.35, 0.4, 0.45, 0.5, 0.55, 0.6, 0.65, 0.7, 0.75, 0.8, 0.85, 0.9, 0.95, 1 or a value between any two of them. The rear wheel drive power limitation coefficient can be a value less than or equal to 1.

[0058] As an exemplary implementation, see Fig. 9 , can be processed by the maximum wheel-side driving force calculation logic allowed by the road friction coefficient of the head-lift control software unit: if it is detected that the driving wheel of the vehicle is the rear wheel of the vehicle, the friction adhesion coefficient is the rear wheel friction adhesion coefficient between the rear wheel and the road, and the rear wheel friction adhesion coefficient is detected; when it is detected that the current rear wheel friction adhesion coefficient is less than the first calibration value, the rear wheel friction adhesion coefficient at the previous moment is maintained; when it is detected that the rear wheel friction adhesion coefficient is greater than or equal to the first calibration value, the rear wheel friction adhesion coefficient is determined as the rear wheel driving power limit coefficient, which can reduce the error risk caused by the frequent fluctuation of the friction adhesion coefficient; then the rear wheel driving power limit coefficient, the rear wheel friction adhesion coefficient and the rear wheel load force are calculated to obtain the rear wheel driving maximum torque and the rear wheel driving minimum torque. At this time, since the driving wheel is the rear wheel of the vehicle, the maximum wheel driving torque allowed by the road friction coefficient is the rear wheel driving maximum torque, and the minimum wheel driving torque allowed by the road friction coefficient is the rear wheel driving minimum torque. By limiting the rear wheel load force through the rear wheel drive power limitation coefficient, the maximum wheel side drive torque and the minimum wheel side drive torque of the rear wheel without slipping are obtained, which can reduce the phenomenon of the motorcycle slipping or losing control before the nose rises.

[0059] In some embodiments, see Fig.10 In response to the front wheels and rear wheels of the vehicle being both driving wheels, the friction adhesion coefficient includes the front wheel friction adhesion coefficient between the front wheels and the road surface and the rear wheel friction adhesion coefficient between the rear wheels and the road surface, and the system center of gravity position data includes the front wheel load force and the rear wheel load force; step S304 may include: Step S1001, in response to the front wheel friction adhesion coefficient being greater than or equal to the preset second calibration value, the front wheel friction adhesion coefficient is determined as the front wheel driving power limiting coefficient; and / or in response to the rear wheel friction adhesion coefficient being greater than or equal to the preset first calibration value, the rear wheel friction adhesion coefficient is determined as the rear wheel driving power limiting coefficient. Step S1002, the front wheel friction adhesion coefficient, the front wheel driving power limiting coefficient and the front wheel load force are calculated to obtain the front wheel wheel side driving maximum torque; and / or the rear wheel friction adhesion coefficient, the rear wheel driving power limiting coefficient and the rear wheel load force are calculated to obtain the rear wheel wheel side driving maximum torque and the rear wheel wheel side driving minimum torque. Step S1003, the wheel side driving maximum torque is determined in combination with the front wheel wheel side driving maximum torque and the rear wheel wheel side driving maximum torque; and / or the wheel side driving minimum torque is determined in combination with the front wheel wheel side driving minimum torque and the rear wheel minimum torque. Step S1004, in response to the front wheel friction adhesion coefficient being less than the second calibration value, maintaining the front wheel friction adhesion coefficient at the previous moment; and / or in response to the rear wheel friction adhesion coefficient being less than the first calibration value, maintaining the rear wheel friction adhesion coefficient at the previous moment.

[0060] Among them, since the vehicle may pass through mixed roads during driving, that is, there may be multiple areas with different friction coefficients in a driving section. Therefore, the second calibration value can be used to maintain the obtained front wheel friction adhesion coefficient within a reasonable range during the vehicle driving process, so as to determine the front wheel friction adhesion coefficient as the front wheel drive power limit coefficient. The front wheel drive power limit coefficient can be used to limit the wheel side driving force of the vehicle, reduce the error risk caused by the frequent fluctuation of the front wheel friction adhesion coefficient, and thus reduce the phenomenon of the motorcycle slipping or losing control before the nose is lifted.

[0061] The second calibration value can be set according to actual conditions, for example, the second calibration value can range from 0.3 to 1. In some embodiments, the second calibration value is any one of 0.3, 0.35, 0.4, 0.45, 0.5, 0.55, 0.6, 0.65, 0.7, 0.75, 0.8, 0.85, 0.9, 0.95, 1, or any two thereof. The front wheel drive power limitation coefficient can be a value less than or equal to 1.

[0062] As an exemplary implementation, please continue to refer to Fig. 9, if the vehicle's driving wheels are detected by the wheel-lift control software unit as the vehicle's front and rear wheels, the friction adhesion coefficient includes the front wheel friction adhesion coefficient between the front wheel and the road surface and the rear wheel friction adhesion coefficient between the rear wheel and the road surface, and the two friction adhesion coefficients are detected. The detection method takes the rear wheel friction adhesion coefficient between the rear wheel and the road surface as an example. When the rear wheel friction adhesion coefficient is less than the first calibration value, the rear wheel friction adhesion coefficient at the previous moment is maintained, which can reduce the error risk caused by the frequent fluctuation of the rear wheel friction adhesion coefficient; when the rear wheel friction adhesion coefficient is greater than or equal to the calibration value, the rear wheel friction adhesion coefficient is determined as the rear wheel drive power limit coefficient; then the rear wheel drive power limit coefficient, the rear wheel friction adhesion coefficient and the rear wheel load force are calculated to obtain the rear wheel side drive maximum torque and the rear wheel side drive minimum torque. Similarly, the front wheel side drive maximum torque and the front wheel side drive minimum torque are obtained. At this time, since the driving wheels are the front and rear wheels of the vehicle, the maximum wheel-side drive torque allowed by the road friction coefficient is the sum of the maximum wheel-side drive torque of the front wheels and the maximum wheel-side drive torque of the rear wheels, and the minimum wheel-side drive torque allowed by the road friction coefficient is the sum of the minimum wheel-side drive torque of the front wheels and the minimum wheel-side drive torque of the rear wheels.

[0063] By limiting the front wheel load force through the front wheel drive power limitation coefficient, the maximum front wheel side drive torque and the minimum rear wheel side drive torque without slipping are obtained. Also, by limiting the rear wheel load force through the rear wheel drive power limitation coefficient, the maximum rear wheel side drive torque and the minimum rear wheel side drive torque without slipping are obtained, thereby reducing the phenomenon of the motorcycle slipping or losing control before lifting its nose.

[0064] In some embodiments, see Fig.11 , step S305 may include: Step S1101, in response to the current driving state, detecting whether the rear wheel slip rate is greater than or equal to a preset first percentage threshold. Step S1102, if the rear wheel slip rate is greater than or equal to the first percentage threshold, determining the rear wheel slip rate as the vehicle slip rate. Step S1103, if the rear wheel slip rate is less than the first percentage threshold, determining the vehicle slip rate of the previous state as the vehicle slip rate.

[0065] As an illustrative example, the first percentage threshold may be set according to actual conditions, for example, the percentage threshold may be 8%, 9%, 10%, 11%, 12%, 13%, 14% or 15%.

[0066] As an exemplary implementation, see Fig.12, which can be processed by the vehicle slip rate calculation logic of the wheel-climbing control software unit: detecting whether the vehicle is currently in a driving state; if it is currently in a driving state, detecting whether the rear wheel slip rate is greater than or equal to a percentage threshold; if the rear wheel slip rate is greater than or equal to a first percentage threshold, determining the rear wheel slip rate as the current vehicle slip rate; if the rear wheel slip rate is less than the first percentage threshold, determining the vehicle slip rate of the previous state as the current vehicle slip rate.

[0067] See also Fig.13 In some embodiments, step S305 may include: Step S1301, in response to the current braking state, detect whether the front wheel slip rate is greater than or equal to a preset second percentage threshold. Step S1302, if the front wheel slip rate is greater than or equal to the second percentage threshold, determine the front wheel slip rate as the vehicle slip rate. Step S1303, if the rear wheel slip rate is less than the second percentage threshold, determine the vehicle slip rate of the previous state as the vehicle slip rate.

[0068] As an illustrative example, the second percentage threshold may be set according to actual conditions, for example, the percentage threshold may be 8%, 9%, 10%, 11%, 12%, 13%, 14% or 15%.

[0069] As an exemplary implementation, please continue to refer to Fig.12 The nose-up control software unit detects whether the vehicle is currently in a driving state; if it is not currently in a driving state, it detects whether it is currently in a braking state; if it is currently in a braking state, it detects whether the front wheel slip rate is greater than or equal to a second percentage threshold; if the front wheel slip rate is greater than or equal to the second percentage threshold, the front wheel slip rate is determined as the current vehicle slip rate; if the front wheel slip rate is less than the second percentage threshold, the vehicle slip rate of the previous state is determined as the current vehicle slip rate.

[0070] As another exemplary embodiment, it is possible to detect whether the current state is braking; if the current state is braking, detect whether the front wheel slip rate is greater than or equal to a second percentage threshold; if the front wheel slip rate is greater than or equal to the second percentage threshold, determine the front wheel slip rate as the current vehicle slip rate; if the front wheel slip rate is less than the second percentage threshold, determine the vehicle slip rate of the previous state as the current vehicle slip rate.

[0071] In some embodiments, see Fig.14 , step S305 may include: Step S1401, in response to the current state not being in a driving state and not being in a braking state, obtaining an average slip rate of the front wheel slip rate and the rear wheel slip rate, and determining the average slip rate as the whole vehicle slip rate.

[0072] As an exemplary implementation, please continue to refer to Fig.12 The wheelie control software unit detects whether the vehicle is currently in a driving state; if it is not currently in a driving state, it detects whether it is currently in a braking state; if it is not currently in a braking state, the average of the front wheel slip rate and the rear wheel slip rate is used as the current vehicle slip rate.

[0073] As another exemplary implementation, it is possible to simultaneously detect whether the current state is a driving state or a braking state; if the current state is neither a driving state nor a braking state, the average value of the front wheel slip rate and the rear wheel slip rate is taken as the current vehicle slip rate.

[0074] In some embodiments, the Euler angle data includes at least one of a pitch angle, a roll angle, and a yaw angle.

[0075] In some embodiments, the Euler angle data includes pitch angle, roll angle, and yaw angle. Fig.15 and Fig.16 , step S306 may include: Step S1501, calculate the target allowable nose-up angle, drive feedforward torque, maximum wheel-side drive torque and pitch angle to obtain the maximum wheel-side drive P-direction torque. Step S1502, calculate the pitch angle and the target allowable nose-up angle to obtain the maximum wheel-side drive I-direction torque. Step S1503, determine the corresponding vehicle slip reduction torque based on the vehicle slip rate. Step S1504, calculate and update the vehicle slip reduction torque, the maximum wheel-side drive P-direction torque, the maximum wheel-side drive I-direction torque, the roll angle and the yaw angle to obtain the maximum control allowable torque. And step S1505, determine the minimum wheel-side drive torque as the minimum control allowable torque.

[0076] Among them, the vehicle slip reduction torque, the maximum wheel-side driving P-direction torque, the maximum wheel-side driving I-direction torque, the roll angle and the yaw angle can be PID calculated and updated and corrected to obtain the maximum control-allowed torque.

[0077] In some embodiments, see Fig.16 and Fig.17 Step S1504 may include: Step S1701, in response to the vehicle slip ratio being greater than or equal to a preset slip threshold, reducing torque based on the vehicle slip ratio to obtain the vehicle slip reduction torque. Step S1702, in response to the vehicle slip ratio being less than the slip threshold, determining that the vehicle slip reduction torque is zero.

[0078] The slip threshold and the rate of torque reduction can be set according to actual conditions.

[0079] For example, the slip threshold may be a value between 5% and 15%. For example, the slip threshold is 5%, 5.5%, 6%, 6.5%, 7%, 7.5%, 8%, 8.5%, 9%, 9.5%, 10%, 10.5%, 11%, 11.5%, 12%, 12.5%, 13%, 13.5%, 14%, 14.5%, 15%, or any value between two of them. The rate A of torque reduction may be a value between (-5 and -10) nm / 10ms. For example, the rate of torque reduction c is -5 nm / 10ms, -5.5 nm / 10ms, -6 nm / 10ms, -6.5 nm / 10ms, -7 nm / 10ms, -7.5 nm / 10ms, -8 nm / 10ms, -8.5 nm / 10ms, -9 nm / 10ms, -9.5 nm / 10ms, or -10 nm / 10ms, or any value between two of them.

[0080] In some embodiments, please refer to Fig.16 After the maximum control allowable torque is calculated, it can be detected whether the maximum control allowable torque is less than or equal to the driving wheel end torque actually operated by the driver; if the maximum control allowable torque is less than or equal to the driving wheel end torque actually operated by the driver, it means that the actually operated driving wheel end torque has exceeded the safety range, and the vehicle's pitch control state can be activated; if the maximum control allowable torque is greater than the actually operated driving wheel end torque of the driver, it means that the actually operated wheel end torque is within the safety range, and the vehicle's pitch control state may not be activated.

[0081] Compared with the distributed controller used in traditional motorcycles, this embodiment has a separate ABS / TCS controller and an electronic control ECU, and the controllers communicate via CAN with a fastest cycle of 10ms. In this solution, all the above functions are integrated into the vehicle control unit (MVCU), and the control architecture is changed from CAN communication to code operation in the vehicle control unit (MVCU) chip, and its response time is changed from 10ms of CAN communication to 1us of chip operation, which improves the algorithm accuracy and update frequency. At the same time, it integrates the functions and operation logic of the chassis control domain, the functions and operation logic of the chassis control domain of the advanced body posture and the automotive industry, and aims at the product characteristics of two-wheeled electric motorcycles with high freedom and frequent changes in six directions. According to the design parameters of different models, the software algorithm is optimized and modified, and the parameter calibration is adapted, which can effectively improve the control effect of the electric motorcycle's head tilt.

[0082] See also Fig.18 , Fig.18 is an exemplary structural block diagram of an electronic device of the vehicle pitch control method of the present application. Fig.18As shown, the electronic device 1800 of the present application may include a processor 1801 and a memory 1802, wherein the processor 1801 and the memory 1802 communicate with each other via a bus. The memory 1802 stores program instructions for vehicle tilt control of a motorcycle, and when the program instructions are executed by the processor 1801, the processor executes the above-mentioned related method steps to implement a vehicle tilt control method in the above-mentioned embodiment.

[0083] See also Fig.19 , Fig.19 is an exemplary structural block diagram of a computer-readable storage medium of the vehicle pitch control method of the present application. Fig.19 As shown, the computer-readable storage medium 1900 stores a computer program 1901. When the computer program 1901 is executed by a processor on a computer, the computer executes the above-mentioned related method steps to implement a vehicle nose-up control method in the above-mentioned embodiment.

[0084] In the above scheme, in response to receiving the multi-axis inertial unit data and wheel speed data of the vehicle, the multi-axis inertial unit data and wheel speed data are multi-dimensionally processed to obtain the parameter data of the vehicle; wherein the parameter data includes the system center of gravity position data of the vehicle, Euler angle data, and the slip rate data and friction adhesion coefficient of the tire; the parameter data is driven by force calculation and correction to obtain the maximum control allowable torque. By multi-dimensionally processing the multi-axis inertial unit data and wheel speed data of the vehicle to obtain parameter data of multiple dimensions, and driving force calculation and correction of the parameter data to obtain the maximum control allowable torque, the torque link and energy flow link of the whole vehicle control can be actively intervened and controlled, so that the maximum power performance control, maximum traction control, and maximum acceleration capacity control of the electric motorcycle in the horizontal steady state and the pitching transient state can be achieved, thereby improving driving safety.

[0085] In the several embodiments provided in the present application, it should be understood that the disclosed methods, electronic devices and storage media can be implemented in other ways. For example, the device implementation described above is only schematic. For example, the division of modules or units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0086] 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 units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0087] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0088] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application can essentially or partly or all of the technical solution that contributes to the prior art can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions to enable a computer device (which can be a personal computer, server, or network device, etc.) or a processor to execute all or part of the steps of the vehicle tilt control method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program codes.

[0089] The above description is only an implementation method of the present application, and does not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly used in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A vehicle pitch control method, characterized in that: The vehicle pitch control method comprises: In response to receiving multi-axis inertial unit data and wheel speed data of the vehicle, multi-dimensionally processing the multi-axis inertial unit data and the wheel speed data to obtain parameter data of the vehicle; wherein the parameter data includes system center of gravity position data of the vehicle, Euler angle data, and tire slip rate data and friction adhesion coefficient; The parameter data is used to calculate the driving force and correct it to obtain the maximum torque allowed by control.

2. The vehicle pitch control method according to claim 1, characterized in that: The step of calculating and correcting the driving force of the parameter data to obtain the maximum control allowable torque includes: The parameter data is subjected to driving force calculation and correction to obtain the control-allowed maximum torque and the control-allowed minimum torque.

3. The vehicle pitch control method according to claim 2, characterized in that: The step of calculating and correcting the driving force of the parameter data to obtain the maximum control torque and the minimum control torque includes: Get the preset tilt control gear and target allowable tilt angle; Perform torque feedforward calculation of the pitch control based on the system gravity center position data and the pitch control gear position to obtain the drive feedforward torque; The system gravity center position data and the friction adhesion coefficient are used to calculate the maximum wheel side driving force to obtain the wheel side driving maximum torque and the wheel side driving minimum torque; Based on the current running state, the slip rate data is subjected to a whole vehicle slip arbitration calculation to obtain a whole vehicle slip rate of the vehicle; wherein the slip rate data includes at least one of a front wheel slip rate and a rear wheel slip rate; The target allowable nose-up angle, the drive feedforward torque, the wheel-side drive maximum torque, the wheel-side drive minimum torque, the vehicle slip rate and the Euler angle data are subjected to torque calculation and correction to obtain the control allowable maximum torque and the control allowable minimum torque.

4. The vehicle pitch control method according to claim 3, characterized in that: The Euler angle data includes a pitch angle, a roll angle, and a yaw angle; the target allowable nose-up angle, the drive feedforward torque, the wheel-side drive maximum torque, the wheel-side drive minimum torque, the vehicle slip rate, and the Euler angle data are subjected to torque calculation and correction to obtain the control allowable maximum torque and the control allowable minimum torque, including: Calculate the target allowable pitch angle, the drive feedforward torque, the wheel side drive maximum torque and the pitch angle to obtain the wheel side maximum drive P-direction torque; The pitch angle and the target allowable nose-up angle are calculated to obtain the maximum driving I-direction torque of the wheel side; Based on the vehicle slip rate, determining a corresponding vehicle slip reduction torque; The vehicle slip reduction torque, the wheel side maximum driving P-direction torque, the wheel side maximum driving I-direction torque, the roll angle and the yaw angle are calculated and updated and corrected to obtain the control allowed maximum torque; and The wheel-side driving minimum torque is determined as the control-allowed minimum torque.

5. The vehicle pitch control method according to claim 4, characterized in that: The determining, based on the vehicle slip rate, a corresponding vehicle slip reduction torque includes: In response to the vehicle slip ratio being greater than or equal to a preset slip threshold, reducing torque based on the vehicle slip ratio to obtain a vehicle slip reduction torque; In response to the vehicle slip ratio being less than the slip threshold, it is determined that the vehicle slip reduction torque is zero.

6. The vehicle pitch control method according to claim 4, characterized in that: The vehicle slip reduction torque, the wheel side maximum driving P-direction torque, the wheel side maximum driving I-direction torque, the roll angle and the yaw angle are calculated and updated and corrected to obtain the control allowable maximum torque, and then include: In response to the control permission maximum torque being less than or equal to the actual drive wheel end torque, a pitch control state of the vehicle is activated.

7. The vehicle pitch control method according to claim 3, characterized in that: Based on the current running state, performing a vehicle slip arbitration calculation on the slip rate data to obtain the vehicle slip rate of the vehicle includes: In response to the current driving state, detecting whether the rear wheel slip rate is greater than or equal to a preset first percentage threshold; If the rear wheel slip ratio is greater than or equal to the first percentage threshold, determining the rear wheel slip ratio as the entire vehicle slip ratio; If the rear wheel slip ratio is less than the first percentage threshold, the vehicle slip ratio in the previous state is determined as the vehicle slip ratio.

8. The vehicle pitch control method according to claim 3, characterized in that: Based on the current running state, performing a vehicle slip arbitration calculation on the slip rate data to obtain the vehicle slip rate of the vehicle includes: In response to the current braking state, detecting whether the front wheel slip rate is greater than or equal to a preset second percentage threshold; If the front wheel slip ratio is greater than or equal to the second percentage threshold, determining the front wheel slip ratio as the whole vehicle slip ratio; If the rear wheel slip ratio is less than the second percentage threshold, the vehicle slip ratio in the previous state is determined as the vehicle slip ratio.

9. The vehicle pitch control method according to claim 3, characterized in that: Based on the current running state, performing a vehicle slip arbitration calculation on the slip rate data to obtain the vehicle slip rate of the vehicle includes: In response to the current state not belonging to the driving state and not belonging to the braking state, an average slip ratio of the front wheel slip ratio and the rear wheel slip ratio is obtained, and the average slip ratio is determined as the whole vehicle slip ratio.

10. The vehicle pitch control method according to claim 3, characterized in that: In response to the rear wheels of the vehicle being driving wheels, the friction adhesion coefficient is the rear wheel friction adhesion coefficient between the rear wheels and the road surface, and the system gravity center position data includes the rear wheel load force; the maximum wheel-side driving force is calculated by using the system gravity center position data and the friction adhesion coefficient to obtain the wheel-side driving maximum torque and the wheel-side driving minimum torque, including: In response to the rear wheel friction adhesion coefficient being greater than or equal to a preset first calibration value, determining the rear wheel friction adhesion coefficient as a rear wheel driving power limiting coefficient; The rear wheel friction adhesion coefficient, the rear wheel driving power limitation coefficient and the rear wheel load force are calculated to obtain the wheel-side driving maximum torque and the wheel-side driving minimum torque.

11. The vehicle pitch control method according to claim 3, characterized in that: In response to the front wheels and the rear wheels of the vehicle being both driving wheels, the friction adhesion coefficient includes a front wheel friction adhesion coefficient between the front wheels and the road surface and a rear wheel friction adhesion coefficient between the rear wheels and the road surface, and the system gravity center position data includes a front wheel load force and a rear wheel load force; The method of calculating the maximum wheel-side driving force using the system center of gravity position data and the friction adhesion coefficient to obtain the maximum wheel-side driving torque and the minimum wheel-side driving torque includes: In response to the front wheel friction adhesion coefficient being greater than or equal to a preset second calibration value, determining the front wheel friction adhesion coefficient as a front wheel driving power limiting coefficient; and / or in response to the rear wheel friction adhesion coefficient being greater than or equal to a preset first calibration value, determining the rear wheel friction adhesion coefficient as a rear wheel driving power limiting coefficient; Calculate the front wheel friction adhesion coefficient, the front wheel driving power limit coefficient and the front wheel load force to obtain the front wheel wheel side driving maximum torque; and / or calculate the rear wheel friction adhesion coefficient, the rear wheel driving power limit coefficient and the rear wheel load force to obtain the rear wheel wheel side driving maximum torque and the rear wheel wheel side driving minimum torque; The maximum wheel-side driving torque is determined by combining the front wheel wheel-side driving maximum torque and the rear wheel wheel-side driving maximum torque; and / or the minimum wheel-side driving torque is determined by combining the front wheel wheel-side driving minimum torque and the rear wheel minimum torque.

12. The vehicle pitch control method according to claim 3, characterized in that: The system gravity center position data includes the vehicle's inherent gravity center coordinate information, the driver's gravity center real-time coordinate information, the gravity center torque arm and the front wheel torque arm; the torque feedforward calculation of the tilting control using the system gravity center position data and the tilting control gear to obtain the driving feedforward torque includes: According to the center of gravity coordinate information and the real-time center of gravity coordinate information of the driver, the center of gravity torsion arm is corrected to obtain a corrected center of gravity torsion arm; In response to the front wheel torque arm being greater than or equal to the corrected center of gravity torque arm, matching the corrected center of gravity torque arm with a restriction parameter in a preset restriction table to determine the drive feedforward torque; In response to the front wheel torsion arm being smaller than the corrected center of gravity torsion arm, a preset maximum value is determined as the drive feed-forward torque.

13. An electronic device, characterized in that: The electronic device comprises: A memory for storing executable program codes; A processor is used to call and run the executable program code from the memory, so that the electronic device executes the vehicle pitch control method as described in any one of claims 1 to 12.

14. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the vehicle pitch control method according to any one of claims 1 to 12 is implemented.

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