Vehicle control method and device and vehicle

Abstract

The invention relates to a vehicle control method and device and a vehicle and relates to the technical field of vehicles, and the method comprises the steps that driving control information of a driver and driving state information of the vehicle are acquired; on the basis of the driving control information and the driving state information, the whole vehicle ideal total longitudinal force, the whole vehicle ideal total lateral force and the whole vehicle ideal total yawing moment are determined; based on the ideal total longitudinal force, the ideal total lateral force and the ideal total yaw moment of the whole vehicle, control parameters of all wheels of the vehicle are determined; on the basis of the driving state information, the ideal vertical force of the whole vehicle, the ideal anti-roll moment of the whole vehicle and the ideal anti-pitching moment of the whole vehicle are determined; and determining control parameters of a suspension system of the vehicle based on the ideal vertical force of the whole vehicle, the ideal anti-roll moment of the whole vehicle and the ideal anti-pitching moment of the whole vehicle. Therefore, by integrating the driving control information and the driving state information, distributed control over the longitudinal direction, the transverse direction and the vertical direction of the vehicle can be achieved.

Description

Technical Field

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

[0002] Although the traditional vehicle chassis control system can improve the local dynamic performance by independently controlling in a single dimension of longitudinal, lateral or vertical direction, it ignores the strong coupling characteristics of the longitudinal, lateral and vertical directions, resulting in control target conflicts easily occurring when a single system operates independently, and reducing the overall vehicle performance.

[0003] Therefore, with the evolution of intelligent driving technology towards high-level automation, the traditional vehicle chassis control system can no longer solve the complex multi-objective collaborative requirements faced by vehicles. Summary of the Invention

[0004] The present application provides a vehicle control method, device and vehicle to at least solve the technical problem that the traditional vehicle chassis control system in the related art can no longer solve the complex multi-objective collaborative requirements faced by vehicles. The technical solution of the present application is as follows: According to the first aspect provided by the present application, a vehicle control method is provided, including: obtaining the driving operation information of the driver and the driving state information of the vehicle; determining the ideal total longitudinal force, ideal total lateral force and ideal total yaw moment of the whole vehicle based on the driving operation information and the driving state information; determining the control parameters of each wheel of the vehicle based on the ideal total longitudinal force, ideal total lateral force and ideal total yaw moment of the whole vehicle; determining the ideal vertical force, ideal roll resistance moment and ideal pitch resistance moment of the whole vehicle based on the driving state information; determining the control parameters of the suspension system of the vehicle based on the ideal vertical force, ideal roll resistance moment and ideal pitch resistance moment of the whole vehicle.

[0005] According to the above technical means, the present application can parse the driver's manipulation inputs (steering, throttle, brake), and match the ideal total longitudinal force, ideal lateral force and ideal yaw moment of the whole vehicle in real time, making the vehicle's dynamic response more sensitive, and can dynamically adjust the wheel control parameters according to the driving state (vehicle speed, road surface friction coefficient, etc.) to ensure the stability of acceleration, braking and steering. In addition, it can also dynamically adjust the suspension parameters based on the ideal vertical force, roll resistance moment and pitch resistance moment of the whole vehicle to reduce bumps and body attitude changes. Therefore, the present application can achieve distributed control of the vehicle in the longitudinal, lateral and vertical directions by integrating the driving operation and driving state information, avoid the problem of control target conflicts easily generated by the traditional centralized control system, and improve the controllability, safety and comfort of the vehicle.

[0006] In a possible implementation manner, the driving state information at least includes actual vehicle motion state parameters and the front wheel angle. The actual vehicle motion state parameters include the actual longitudinal vehicle speed, the actual lateral vehicle speed, and the actual yaw rate. Based on the driving control information and the driving state information, determining the ideal total longitudinal force, the ideal total lateral force, and the ideal total yaw moment of the whole vehicle includes: based on the driving control information, the front wheel angle, and the actual longitudinal vehicle speed, determining the expected vehicle motion state parameters, where the expected vehicle motion state parameters include the ideal longitudinal vehicle speed, the ideal lateral vehicle speed, and the ideal yaw rate; based on the actual vehicle motion state parameters, the expected vehicle motion state parameters, and the three-degree-of-freedom vehicle dynamics model of the vehicle, determining the ideal total longitudinal force, the ideal total lateral force, and the ideal total yaw moment of the whole vehicle.

[0007] According to the above technical means, the present application can, based on the actual vehicle motion state parameters, the expected vehicle motion state parameters, and the three-degree-of-freedom vehicle dynamics model of the vehicle, accurately calculate the ideal total longitudinal force, the ideal total lateral force, and the ideal total yaw moment of the whole vehicle, enabling the vehicle control to more accurately respond to the driver's control intention, improving the vehicle's controllability, and making driving smoother and more comfortable.

[0008] In a possible implementation manner, based on the driving control information, the front wheel angle, and the actual longitudinal vehicle speed, determining the expected vehicle motion state parameters includes: based on the driving control information and the actual longitudinal vehicle speed, determining the ideal longitudinal vehicle speed; based on the front wheel angle and the two-degree-of-freedom vehicle dynamics model of the vehicle, determining the ideal lateral vehicle speed and the ideal yaw rate.

[0009] According to the above technical means, the present application can analyze the driver's control information (such as throttle, brake, steering, etc.), accurately understand the driver's intention, and accordingly determine the ideal longitudinal vehicle speed of the vehicle. Furthermore, based on the front wheel angle and the two-degree-of-freedom vehicle dynamics model, predict and adjust the lateral vehicle speed and the yaw rate of the vehicle, thereby reducing the risk of vehicle sideslip and out-of-control and improving the handling stability.

[0010] In a possible implementation manner, based on the actual vehicle motion state parameters, the desired vehicle motion state parameters, and the three-degree-of-freedom vehicle dynamics model of the vehicle, the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle are determined, including: transforming the three-degree-of-freedom vehicle dynamics model into a vehicle motion state parameter prediction model, and constructing an objective function of the vehicle motion state parameter prediction model; wherein, the state quantity of the vehicle motion state parameter prediction model is the vehicle motion state parameter, and the control quantities of the vehicle motion state parameter prediction model include the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle; based on the actual vehicle motion state parameters, the desired vehicle motion state parameters, and the vehicle motion state parameter prediction model, the objective function of the vehicle motion state parameter prediction model is solved to obtain the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle.

[0011] According to the above technical means, the present application can accurately describe the longitudinal, lateral, and yaw motions of the vehicle through the three-degree-of-freedom vehicle dynamics model, so as to achieve precise control of the vehicle motion. Moreover, by setting and solving the objective function, the control quantities (the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle) closest to the desired state of the vehicle motion state can be determined, so that the vehicle can travel according to the driver's intention or the planned path of the autonomous driving system, improving the handling performance.

[0012] In a possible implementation manner, based on the actual vehicle motion state parameters, the desired vehicle motion state parameters, and the vehicle motion state parameter prediction model, the objective function of the vehicle motion state parameter prediction model is solved to obtain the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle, including: based on the actual vehicle motion state parameters, the desired vehicle motion state parameters, and the vehicle motion state parameter prediction model, the objective function of the vehicle motion state parameter prediction model is solved to obtain the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle under the satisfaction of the first constraint condition; wherein, the first constraint condition is used to constrain that the ideal total longitudinal force of the whole vehicle is less than or equal to the maximum road surface friction force, the ideal total lateral force of the whole vehicle is less than or equal to the maximum road surface friction force, and the ideal total yaw moment of the whole vehicle is less than or equal to the maximum yaw moment supported by the road surface.

[0013] According to the above technical means, the present application can ensure that the vehicle will not exceed the adhesion between the tire and the ground due to excessive force during driving by constraining that the ideal total longitudinal force and lateral force of the whole vehicle are less than or equal to the maximum road surface friction force, thereby preventing the occurrence of slipping and out-of-control phenomena. Moreover, by constraining that the ideal total yaw moment of the whole vehicle is less than or equal to the maximum yaw moment supported by the road surface, dangerous situations such as rollover or excessive steering of the vehicle due to excessive yaw moment can be prevented.

[0014] In a possible implementation manner, the objective function of the vehicle motion state parameter prediction model at least includes a first objective sub-function, a second objective sub-function, and a third objective sub-function; wherein, the first objective sub-function is used to characterize the difference between the predicted vehicle motion state parameters and the ideal vehicle motion state parameters; the second objective sub-function is used to characterize the difference between the control quantities at two adjacent moments; the third objective sub-function is used to characterize the difference in the change rate of the control quantities at two adjacent moments.

[0015] According to the above technical means, the present application can optimize the difference between the predicted vehicle motion state parameters and the ideal vehicle motion state parameters through the first objective sub-function, so that the prediction result can more accurately reflect the actual motion state of the vehicle. Moreover, the difference between the control quantities at two adjacent moments can be optimized through the second objective sub-function, making the change of the control quantity smoother and avoiding the impact on the vehicle driving caused by the sudden change of the control quantity. In addition, the difference in the change rate of the control quantities at two adjacent moments can be optimized through the third objective sub-function, making the change rate of the control quantity more stable and avoiding the adverse effects on the vehicle driving caused by the too fast or too slow change of the control quantity.

[0016] In a possible implementation manner, the control parameters of the wheels include driving torque, braking torque, and wheel angle.

[0017] In a possible implementation manner, based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle, the control parameters of each wheel of the vehicle are determined, including: based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle, the longitudinal force and lateral force of each wheel of the vehicle are determined; based on the longitudinal force of each wheel, the driving torque and yaw moment of each wheel are respectively determined; based on the lateral force of each wheel, the wheel angle of each wheel is respectively determined.

[0018] According to the above technical means, the present application can determine the longitudinal force and lateral force of each wheel based on the ideal total longitudinal force, lateral force, and yaw moment of the whole vehicle, and calculate the driving torque, yaw moment, and wheel angle of the vehicle based on the longitudinal force and lateral force of each wheel, realizing multi-objective coordinated control and improving the handling performance and stability of the vehicle.

[0019] In a possible implementation manner, based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle, determining the longitudinal force and lateral force of each wheel of the vehicle includes: constructing a wheel stability margin objective function, where the wheel stability margin objective function is the weighted sum of the variance and mean of the load rate of each wheel; based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle, solving the wheel stability margin objective function to determine the longitudinal force and lateral force of each wheel of the vehicle.

[0020] According to the above technical means, the present application can achieve uniform distribution of wheel loads by constructing a wheel stability margin objective function, so as to reduce wheel slip and side slip phenomena, thereby improving the driving stability of the vehicle.

[0021] In a possible implementation manner, based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle, the wheel stability margin objective function is solved to determine the longitudinal force and lateral force of each wheel of the vehicle, including: based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle, the wheel stability margin objective function is solved to determine the longitudinal force and lateral force of each wheel that satisfy the second constraint condition; wherein, the second constraint condition includes at least one of the following: the sum of the longitudinal forces of each wheel is less than or equal to the ideal total longitudinal force of the whole vehicle; the sum of the lateral forces of each wheel is less than or equal to the ideal total lateral force of the whole vehicle; the yaw moment determined based on the longitudinal force and lateral force of each wheel is less than or equal to the ideal total yaw moment of the whole vehicle; the longitudinal force of each wheel satisfies the torque limit condition of the drive motor; the lateral force of each wheel does not exceed the maximum lateral force supported by each wheel; the maximum yaw moment that each wheel can provide is less than or equal to the torque limit condition determined based on the road surface adhesion coefficient and vehicle information; the relationship between the longitudinal force, lateral force and vertical force of each wheel satisfies the friction circle condition.

[0022] According to the above technical means, the present application can ensure that the force distribution on the wheels does not exceed the ideal force range of the whole vehicle by restricting the longitudinal force, lateral force and yaw moment of each wheel, so that the vehicle will not have unstable phenomena caused by uneven force distribution, and ensure that the lateral force and yaw moment of the wheels do not exceed the adhesion limit between the wheels and the ground, maintaining the handling and stability of the vehicle. And by restricting the torque limit condition of the drive motor, it can ensure that the longitudinal force of the wheels does not exceed the output capacity of the drive motor, preventing damage to the drive motor. In addition, by restricting the relationship between the longitudinal force, lateral force and vertical force of the wheels, it can be determined that the force distribution of the wheels is within the range of the friction circle, so as to maximize the use of the friction force between the tire and the ground and improve the acceleration, braking and steering performance of the vehicle.

[0023] In a possible implementation manner, based on the driving state information, the ideal vertical force of the whole vehicle, the ideal anti-roll moment of the whole vehicle, and the ideal anti-pitch moment of the whole vehicle are determined, including: constructing a seven-degree-of-freedom whole vehicle dynamics model based on the driving state information; constructing a sliding mode surface for vertical motion, a sliding mode surface for roll motion, a sliding mode surface for pitch motion, and a reaching law; based on the seven-degree-of-freedom whole vehicle dynamics model, the sliding mode surface for vertical motion, the sliding mode surface for roll motion, the sliding mode surface for pitch motion, and the reaching law, determining the ideal vertical force of the whole vehicle, the ideal anti-roll moment of the whole vehicle, and the ideal anti-pitch moment of the whole vehicle.

[0024] According to the above technical means, the present application can parse the driver's control inputs (steering, throttle, brake), and match the ideal total longitudinal force, ideal lateral force, and ideal yaw moment of the whole vehicle in real time, making the vehicle's dynamic response more sensitive. Moreover, it can dynamically adjust the wheel control parameters according to the driving state (vehicle speed, road surface friction coefficient, etc.) to ensure the stability of acceleration, braking, and steering. In addition, it can also dynamically adjust the suspension parameters based on the ideal vertical force, roll resistance moment, and pitch resistance moment of the whole vehicle to reduce jolts and changes in the vehicle body attitude. Therefore, the present application can achieve distributed control of the vehicle in the longitudinal, lateral, and vertical directions by integrating driving control and driving state information, avoid the problem of control target conflicts easily generated by traditional centralized control systems, and improve the handling performance, safety, and comfort of the vehicle.

[0025] In a possible implementation manner, the control parameters of the vehicle's suspension system include the damping forces of the shock absorbers of the vehicle's suspension system.

[0026] In a possible implementation manner, determining the control parameters of the vehicle's suspension system based on the ideal vertical force of the whole vehicle, the ideal roll resistance moment of the whole vehicle, and the ideal pitch resistance moment of the whole vehicle includes: determining the damping forces of the shock absorbers of the vehicle's suspension system based on the constraint relationship matrix, the ideal vertical force of the whole vehicle, the ideal roll resistance moment of the whole vehicle, and the ideal pitch resistance moment of the whole vehicle; wherein, the constraint relationship matrix is used to represent the constraint relationship between the damping forces of the shock absorbers and the ideal vertical force of the whole vehicle, the constraint relationship between the damping forces of the shock absorbers and the ideal roll resistance moment of the whole vehicle, and the constraint relationship between the damping forces of the shock absorbers and the ideal pitch resistance moment of the whole vehicle.

[0027] According to the above technical means, the present application can decouple the coupling relationship of the vertical force, roll resistance moment, and pitch resistance moment into equations that can be independently solved through the constraint relationship matrix to determine the damping forces of the shock absorbers of the vehicle's suspension system, achieve the global performance balance of the vehicle, avoid the target conflicts of each subsystem in the related art (such as the contradiction between vertical comfort and roll stability), and improve the handling performance, safety, and comfort of the vehicle.

[0028] In a possible implementation manner, the constraint relationship between the damping forces of the shock absorbers and the ideal vertical force of the whole vehicle includes: the sum of the damping forces of the shock absorbers is equal to the ideal vertical force of the whole vehicle.

[0029] According to the above technical means, the present application can ensure that the total damping force generated by the suspension system can accurately balance the vertical dynamic load of the vehicle body (such as road excitation, acceleration / braking inertia force) through the constraint relationship between the damping forces of the shock absorbers and the ideal vertical force of the whole vehicle, and maintain the stability of the vehicle body attitude.

[0030] In a possible implementation manner, the constraint relationship between the damping force of each shock absorber and the ideal anti-roll moment of the whole vehicle includes: the anti-roll moment determined based on the front axle track, the rear axle track, and the damping force of each shock absorber is equal to the ideal anti-roll moment of the whole vehicle.

[0031] According to the above technical means, the present application can adjust the damping force distribution of each shock absorber according to the constraint relationship between the damping force of each shock absorber and the ideal anti-roll moment of the whole vehicle, so that the total anti-roll moment generated by the suspension system matches the ideal value, thereby suppressing the roll of the vehicle during turning.

[0032] In a possible implementation manner, the constraint relationship between the damping force of each shock absorber and the ideal anti-pitch moment of the whole vehicle includes: the anti-pitch moment determined based on the distance from the center of mass to the front axle, the distance from the center of mass to the rear axle, and the damping force of each shock absorber is equal to the ideal anti-pitch moment of the whole vehicle.

[0033] According to the above technical means, the present application can adjust the damping force distribution of each shock absorber according to the constraint relationship between the damping force of each shock absorber and the ideal anti-pitch moment of the whole vehicle, so that the total anti-pitch moment generated by the suspension system matches the ideal value, thereby suppressing the pitch motion of the vehicle during acceleration / braking.

[0034] According to the second aspect provided by the present application, a vehicle control device is provided, including: an acquisition unit and a determination unit; the acquisition unit is used to acquire the driving control information of the driver and the driving state information of the vehicle; the determination unit is used to determine the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle based on the driving control information and the driving state information; the determination unit is further used to determine the control parameters of each wheel of the vehicle based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle; the determination unit is further used to determine the ideal vertical force of the whole vehicle, the ideal anti-roll moment of the whole vehicle, and the ideal anti-pitch moment of the whole vehicle based on the driving state information; the determination unit is further used to determine the control parameters of the suspension system of the vehicle based on the ideal vertical force of the whole vehicle, the ideal anti-roll moment of the whole vehicle, and the ideal anti-pitch moment of the whole vehicle.

[0035] In a possible implementation manner, the determination unit is specifically used to: determine the expected vehicle motion state parameters based on the driving control information, the front wheel angle, and the actual longitudinal vehicle speed, and the expected vehicle motion state parameters include the ideal longitudinal vehicle speed, the ideal lateral vehicle speed, and the ideal yaw angular velocity; determine the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle based on the actual vehicle motion state parameters, the expected vehicle motion state parameters, and the three-degree-of-freedom vehicle dynamics model of the vehicle.

[0036] In a possible implementation, the determining unit is specifically configured to: determine an ideal longitudinal vehicle speed based on driving control information and the actual longitudinal vehicle speed; determine an ideal lateral vehicle speed and an ideal yaw rate based on the front wheel angle and a two-degree-of-freedom vehicle dynamics model of the vehicle.

[0037] In a possible implementation, the determining unit is specifically configured to: transform a three-degree-of-freedom vehicle dynamics model into a vehicle motion state parameter prediction model, and construct an objective function of the vehicle motion state parameter prediction model; wherein, the state quantity of the vehicle motion state parameter prediction model is the vehicle motion state parameter, and the control quantities of the vehicle motion state parameter prediction model include the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle; solve the objective function of the vehicle motion state parameter prediction model based on the actual vehicle motion state parameter, the expected vehicle motion state parameter, and the vehicle motion state parameter prediction model, to obtain the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle.

[0038] In a possible implementation, the determining unit is specifically configured to: solve the objective function of the vehicle motion state parameter prediction model based on the actual vehicle motion state parameter, the expected vehicle motion state parameter, and the vehicle motion state parameter prediction model, to obtain the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle that satisfy the first constraint condition; wherein, the first constraint condition is used to constrain that the ideal total longitudinal force of the whole vehicle is less than or equal to the maximum road surface friction force, the ideal total lateral force of the whole vehicle is less than or equal to the maximum road surface friction force, and the ideal total yaw moment of the whole vehicle is less than or equal to the maximum yaw moment supported by the road surface.

[0039] In a possible implementation, the determining unit is specifically configured to: determine the longitudinal force and the lateral force of each wheel of the vehicle based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle; respectively determine the driving torque and the yaw moment of each wheel based on the longitudinal force of each wheel; respectively determine the steering angle of each wheel based on the lateral force of each wheel.

[0040] In a possible implementation, the determining unit is specifically configured to: construct an objective function of the wheel stability margin, and the objective function of the wheel stability margin is the weighted sum of the variance and the mean of the load ratios of each wheel; solve the objective function of the wheel stability margin based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle, to determine the longitudinal force and the lateral force of each wheel of the vehicle.

[0041] In a possible implementation manner, the determining unit is specifically configured to: solve a wheel stability margin objective function based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle, and determine the longitudinal force and lateral force of each wheel that satisfy the second constraint condition; wherein the second constraint condition includes at least one of the following: the sum of the longitudinal forces of each wheel is less than or equal to the ideal total longitudinal force of the whole vehicle; the sum of the lateral forces of each wheel is less than or equal to the ideal total lateral force of the whole vehicle; the yaw moment determined based on the longitudinal force and lateral force of each wheel is less than or equal to the ideal total yaw moment of the whole vehicle; the longitudinal force of each wheel satisfies the torque limit condition of the drive motor; the lateral force of each wheel does not exceed the maximum lateral force supported by each wheel; the maximum yaw moment that each wheel can provide is less than or equal to the torque limit condition determined based on the road surface adhesion coefficient and vehicle information; the relationship between the longitudinal force, lateral force and vertical force of each wheel satisfies the friction circle condition.

[0042] In a possible implementation manner, the determining unit is specifically configured to: construct a seven-degree-of-freedom whole vehicle dynamics model based on the driving state information; construct a sliding surface for vertical motion, a sliding surface for roll motion, a sliding surface for pitch motion, and a reaching law; and determine the ideal vertical force of the whole vehicle, the ideal anti-roll moment of the whole vehicle, and the ideal anti-pitch moment of the whole vehicle based on the seven-degree-of-freedom whole vehicle dynamics model, the sliding surface for vertical motion, the sliding surface for roll motion, the sliding surface for pitch motion, and the reaching law.

[0043] In a possible implementation manner, the determining unit is specifically configured to: determine the damping force of each shock absorber of the vehicle's suspension system based on the constraint relationship matrix, the ideal vertical force of the whole vehicle, the ideal anti-roll moment of the whole vehicle, and the ideal anti-pitch moment of the whole vehicle; wherein the constraint relationship matrix is used to characterize the constraint relationship between the damping force of each shock absorber and the ideal vertical force of the whole vehicle, the constraint relationship between the damping force of each shock absorber and the ideal anti-roll moment of the whole vehicle, and the constraint relationship between the damping force of each shock absorber and the ideal anti-pitch moment of the whole vehicle.

[0044] According to the third aspect provided by the present application, there is provided a vehicle, including: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to execute the instructions to implement the method according to the first aspect and any possible implementation manner thereof.

[0045] According to the fourth aspect provided by the present application, there is provided a computer-readable storage medium, when the instructions in the computer-readable storage medium are executed by the processor of the electronic device, enabling the electronic device to execute the method according to the first aspect and any possible implementation manner thereof.

[0046] According to a fifth aspect provided by the present application, there is provided a computer program product, which includes computer instructions. When the computer instructions run on an electronic device, the electronic device is caused to execute the method according to the first aspect and any possible implementation manner thereof as described above.

[0047] It should be noted that for the technical effects brought by any implementation manner in the second aspect to the fifth aspect, reference may be made to the technical effects brought by the corresponding implementation manner in the first aspect, which will not be elaborated herein.

[0048] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] The drawings herein are incorporated into the specification and form a part of the specification, showing embodiments consistent with the present application, and are used together with the specification to explain the principles of the present application, and do not constitute an improper limitation to the present application.

[0050] Figure 1 It is a schematic diagram of the hardware structure of a vehicle shown according to an exemplary embodiment; Figure 2 It is a flowchart of a vehicle control method shown according to an exemplary embodiment; Figure 3 It is a schematic diagram of the structure of a vehicle control device shown according to an exemplary embodiment; Figure 4 It is a schematic diagram of the structure of a longitudinal and lateral integrated control module shown according to an exemplary embodiment; Figure 5 It is a schematic diagram of the structure of a vertical control module shown according to an exemplary embodiment; Figure 6 It is a block diagram of a vehicle control device shown according to an exemplary embodiment; Figure 7 It is a block diagram of an electronic device shown according to an exemplary embodiment. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0051] In order to enable those of ordinary skill in the art to better understand the technical solutions of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings.

[0052] It should be noted that the terms "first", "second", etc. in the description, claims and above-mentioned drawings of this application are used to distinguish similar objects, and do not necessarily have to be used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances, so that the embodiments of this application described here can be implemented in an order other than those illustrated or described here. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. On the contrary, they are merely examples of devices and methods consistent with some aspects of this application as detailed in the appended claims.

[0053] In the embodiments of this application, words such as "exemplary", "such as" or "for example" are used to represent examples, illustrations or explanations. Any embodiment or design solution described as "exemplary", "such as" or "for example" in the embodiments of this application should not be construed as being more preferred or having more advantages than other embodiments or design solutions. Rather, the use of words such as "exemplary", "such as" or "for example" is intended to present relevant concepts in a specific manner.

[0054] Next, the technical solutions in the embodiments of this application will be described with reference to the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are only a part of the embodiments of this application, rather than all the embodiments.

[0055] Figure 1 It is a schematic diagram of the hardware structure of a vehicle shown according to an exemplary embodiment.

[0056] The vehicle control method provided by the embodiments of this application can be applied to Figure 1 the vehicle 10 shown. A vehicle can also be referred to as a transportation vehicle (vehicle), a mobile carrier (mobile carrier), an electric vehicle (electric vehicle, EV), a hybrid electric vehicle (hybrid electric vehicle, HEV), a plug-in hybrid electric vehicle (plug-in hybrid electric vehicle, PHEV), a fuel cell vehicle (fuel cell vehicle, FCV), an autonomous vehicle (autonomous vehicle), an intelligent and connected vehicle (intelligent and connected vehicle, ICV), a driverless vehicle (driverless vehicle), etc.

[0057] In the embodiments of the present application, the vehicle 10 can be a car, a sport utility vehicle (SUV), a truck, a special vehicle (such as an ambulance, a fire truck, a police car, etc.), a driverless taxi, an intelligent connected bus, an autonomous logistics vehicle, an electric truck, or other four-wheel vehicles. In addition, the method is also applicable to various special vehicles, such as agricultural vehicles, mining vehicles, forestry vehicles, airport vehicles, port vehicles, and other four-wheel vehicles. The present application does not make specific limitations on this.

[0058] Figure 1 The illustrated vehicle 10 includes distributed drive, distributed steering, a semi-active suspension and braking system, a left front wheel 11, a right front wheel 12, a left rear wheel 13, and a right rear wheel 14.

[0059] The distributed drive of the vehicle 10 can include a left front wheel end drive assembly 111, a right front wheel end drive assembly 121, a left rear wheel end drive assembly 131, and a right rear wheel end drive assembly 141.

[0060] The distributed steering of the vehicle 10 can include a left front wheel end steering assembly 112, a right front wheel end steering assembly 122, a left rear wheel end steering assembly 132, and a right rear wheel end steering assembly 142.

[0061] The semi-active suspension of the vehicle 10 can include a left front wheel end semi-active suspension assembly 113, a right front wheel end semi-active suspension assembly 123, a left rear wheel end semi-active suspension assembly 133, and a right rear wheel end semi-active suspension assembly 143.

[0062] The braking system of the vehicle 10 can include a left front wheel end braking assembly 114, a right front wheel end braking assembly 124, a left rear wheel end braking assembly 134, and a right rear wheel end braking assembly 144.

[0063] The vehicle 10 can also include a steering wheel 15, an accelerator pedal 16, and a brake pedal 17. Driver input signals, that is, driver control information, can be received and collected through the steering wheel 15, the accelerator pedal 16, and the brake pedal 17.

[0064] The vehicle 10 can also include a measurement unit 18. The measurement unit 18 can be used to collect the driving state information of the vehicle. For example, the measurement unit 18 can measure driving state information such as vehicle speed and acceleration.

[0065] The vehicle 10 can also include a vehicle control device 19. The vehicle control device 19 can calculate drive, steering, braking, and suspension assembly control information based on the driver's driving control information and the driving state information of the vehicle, and send corresponding control commands.

[0066] It should be noted that the structure illustrated in the embodiments of the present application does not limit the vehicle 10. It may include more or fewer components than those shown, or combine certain components, or split certain components, or have different component arrangements. The illustrated components may be implemented in hardware, software, or a combination of software and hardware.

[0067] Figure 2 is a flowchart of a vehicle control method shown according to an exemplary embodiment, as Figure 2 shown, the vehicle control method includes the following steps: S201 - S205.

[0068] S201. Obtain the driving operation information of the driver and the driving state information of the vehicle.

[0069] Among them, the driving operation information may include the steering wheel angle, the accelerator pedal opening, and the brake pedal opening. The driving state information may at least include the actual vehicle motion state parameters and the front wheel angle, and the actual vehicle motion state parameters include the actual longitudinal vehicle speed, the actual lateral vehicle speed, and the actual yaw rate.

[0070] In a possible implementation manner, a steering wheel angle sensor, an accelerator pedal sensor, and a brake pedal sensor may be deployed on the vehicle. The steering wheel angle sensor can collect the steering wheel angle of the vehicle in real time and send the collected steering wheel angle to the vehicle control device. The accelerator pedal sensor can collect the accelerator pedal opening of the vehicle in real time and send the collected accelerator pedal opening to the vehicle control device. The brake pedal sensor can collect the brake pedal opening of the vehicle in real time and send the collected brake pedal opening to the vehicle control device. The vehicle control device can receive the steering wheel angle, the accelerator pedal opening, and the brake pedal opening.

[0071] Exemplarily, the steering wheel angle received by the vehicle control device is 0 degrees, the accelerator pedal opening is 50%, and the brake pedal opening is 0%.

[0072] In a possible implementation manner, a wheel speed sensor may be deployed on the vehicle. The wheel speed sensor can collect the wheel speed of the vehicle and send the wheel speed of the vehicle to the vehicle control device. The vehicle control device can calculate the longitudinal vehicle speed according to the wheel speed of the vehicle.

[0073] In a possible implementation manner, the vehicle control device can obtain the lateral acceleration of the vehicle and integrate the lateral acceleration to obtain the lateral vehicle speed.

[0074] In a possible implementation manner, a gyroscope may be deployed in the vehicle control device. The vehicle control device can determine the yaw rate of the vehicle through the gyroscope.

[0075] In a possible implementation manner, the vehicle control device can calculate the front wheel angle of the vehicle according to the steering wheel angle.

[0076] Exemplarily, the longitudinal vehicle speed can be 100 kilometers per hour (km / h), the lateral vehicle speed can be 5 km / h, the yaw angular velocity can be 0.4 radians per second (rad / s), and the front wheel angle can be 5 degrees.

[0077] S202. Determine the ideal total longitudinal force, ideal total lateral force, and ideal total yaw moment of the whole vehicle based on the driving operation information and driving state information.

[0078] Among them, the ideal total longitudinal force of the whole vehicle can be used to represent the total resultant force in the driving direction of the vehicle in the ideal state. The ideal total lateral force of the whole vehicle can be used to represent the total resultant force in the lateral direction of the vehicle in the ideal state. The ideal total yaw moment of the whole vehicle can be used to represent the moment about the vertical direction of the vehicle.

[0079] It should be noted that the ideal total longitudinal force of the whole vehicle can determine the longitudinal acceleration of the vehicle. The ideal total lateral force of the whole vehicle can determine the lateral acceleration and turning radius of the vehicle. The ideal total yaw moment of the whole vehicle can determine the yaw angular velocity of the vehicle.

[0080] In a possible implementation manner, the vehicle control device can determine the expected vehicle motion state parameters based on the driver's driving operation information, front wheel angle, and actual longitudinal vehicle speed. The vehicle control device can determine the ideal total longitudinal force, ideal total lateral force, and ideal total yaw moment of the whole vehicle based on the actual vehicle motion state parameters, expected vehicle motion state parameters, and the three-degree-of-freedom vehicle dynamics model of the vehicle. The specific implementation manner of the vehicle control device to determine the ideal total longitudinal force, ideal total lateral force, and ideal total yaw moment of the whole vehicle based on the driving operation information and driving state information can refer to S301 - S302 below. It will not be elaborated here.

[0081] S203. Determine the control parameters of each wheel of the vehicle based on the ideal total longitudinal force, ideal total lateral force, and ideal total yaw moment of the whole vehicle.

[0082] Among them, the control parameters of each wheel include: the longitudinal force and lateral force of each wheel, the driving torque and yaw moment of each wheel, and the angle of each wheel. The longitudinal force of the wheel can be used to represent the force of the wheel in the driving direction, which is divided into driving force and braking force. The lateral force of the wheel can be used to represent the force of the wheel perpendicular to the driving direction. The driving torque of the wheel can be used to represent the torque on the driving wheel. The yaw moment of the wheel can be used to represent the contribution moment of a single wheel to the yaw motion of the vehicle. The wheel angle can be used to represent the rotation angle of the wheel around the kingpin axis of the vehicle.

[0083] In a possible implementation, the vehicle control device may determine the longitudinal forces and lateral forces of each wheel of the vehicle based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle. The vehicle control device may respectively determine the driving torque and yaw moment of each wheel based on the longitudinal force of each wheel. The vehicle control device may respectively determine the steering angle of each wheel based on the lateral force of each wheel. For the specific implementation of the vehicle control device to determine the control parameters of each wheel of the vehicle based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle, reference may be made to the following S401 - S402. Details are not elaborated here.

[0084] S204. Determine the ideal vertical force of the whole vehicle, the ideal anti - roll moment of the whole vehicle, and the ideal anti - pitch moment of the whole vehicle based on the driving state information.

[0085] Among them, the ideal vertical force of the whole vehicle can be used to represent the total resultant force in the vertical direction of the vehicle. The ideal anti - roll moment of the whole vehicle can be used to represent the moment resisting the roll of the vehicle. The ideal anti - pitch moment of the whole vehicle can be used to represent the moment resisting the pitch of the vehicle.

[0086] In a possible implementation, the vehicle control device may construct a seven - degree - of - freedom vehicle dynamics model based on the driving state information. The vehicle control device may construct a sliding mode surface for vertical motion, a sliding mode surface for roll motion, a sliding mode surface for pitch motion, and an approach law. The vehicle control device may determine the ideal vertical force of the whole vehicle, the ideal anti - roll moment of the whole vehicle, and the ideal anti - pitch moment of the whole vehicle based on the seven - degree - of - freedom vehicle dynamics model, the sliding mode surface for vertical motion, the sliding mode surface for roll motion, the sliding mode surface for pitch motion, and the approach law. For the specific implementation of the vehicle control device to determine the ideal vertical force of the whole vehicle, the ideal anti - roll moment of the whole vehicle, and the ideal anti - pitch moment of the whole vehicle based on the driving state information, reference may be made to the following S501 - S503. Details are not elaborated here.

[0087] S205. Determine the control parameters of the vehicle's suspension system based on the ideal vertical force of the whole vehicle, the ideal anti - roll moment of the whole vehicle, and the ideal anti - pitch moment of the whole vehicle.

[0088] Among them, the control parameters of the vehicle's suspension system include the damping forces of the shock absorbers of the vehicle's suspension system.

[0089] In a possible implementation manner, the vehicle control device may determine the damping force of each shock absorber of the vehicle's suspension system based on a constraint relationship matrix, the ideal vertical force of the whole vehicle, the ideal roll resistance moment of the whole vehicle, and the ideal pitch resistance moment of the whole vehicle. For the specific implementation manner of the vehicle control device to determine the control parameters of the vehicle's suspension system, reference may be made to S601 below. Details are not described herein. Based on the above technical solution, the present application can parse the driver's control inputs (steering, throttle, brake), and match the ideal total longitudinal force, ideal lateral force, and ideal yaw moment of the whole vehicle in real time, making the vehicle's dynamic response more sensitive. In addition, it can dynamically adjust the wheel control parameters according to the driving state (vehicle speed, road surface friction coefficient, etc.) to ensure the stability of acceleration, braking, and steering. Moreover, it can dynamically adjust the suspension parameters based on the ideal vertical force, roll resistance moment, and pitch resistance moment of the whole vehicle to reduce bumps and changes in the vehicle body posture. Therefore, the present application can achieve distributed control of the vehicle in the longitudinal, lateral, and vertical directions by integrating driving control and driving state information, avoiding the problem of control target conflicts easily generated by traditional centralized control systems, and improving the controllability, safety, and comfort of the vehicle.

[0090] In some embodiments, in order to determine the ideal total longitudinal force, ideal total lateral force, and ideal total yaw moment of the whole vehicle based on driving control information and driving state information, the vehicle control method provided by the embodiments of the present application further includes the following steps: S301 - S302.

[0091] S301. Determine the expected vehicle motion state parameters based on driving control information, the front wheel angle, and the actual longitudinal vehicle speed.

[0092] Among them, the expected vehicle motion state parameters may include the ideal longitudinal vehicle speed, the ideal lateral vehicle speed, and the ideal yaw angular velocity.

[0093] In a possible implementation manner, for the driving and braking motions in the vehicle longitudinal direction, the vehicle control device may determine the ideal longitudinal vehicle speed based on driving control information and the actual longitudinal vehicle speed.

[0094] Specifically, a first mapping relationship may be configured in the vehicle control device. The first mapping relationship may include the longitudinal acceleration corresponding to each of multiple pieces of driving control information. The vehicle control device may determine the ideal longitudinal acceleration based on the first mapping relationship and the driving control information.

[0095] Furthermore, the vehicle control device may determine the ideal longitudinal vehicle speed based on the ideal longitudinal acceleration and the actual longitudinal vehicle speed. Among them, the ideal longitudinal acceleration, the actual longitudinal vehicle speed, and the ideal longitudinal vehicle speed satisfy the following first formula:

[0096] Among them, It can be used to characterize the ideal longitudinal vehicle speed. It can be used to characterize the ideal longitudinal acceleration. It can be used to characterize the actual longitudinal vehicle speed. t can be used to characterize time. dt can be used to characterize the integral with respect to time.

[0097] In a possible implementation, for the lateral movement and yaw movement of the vehicle, the vehicle control device can determine the ideal lateral vehicle speed and the ideal yaw angular velocity based on the front wheel angle and the two-degree-of-freedom vehicle dynamics model of the vehicle.

[0098] Among them, the two-degree-of-freedom vehicle dynamics model of the vehicle can be used to describe the dynamic behavior of the vehicle in the lateral and yaw two degrees of freedom in planar motion.

[0099] In a possible implementation, the ideal lateral vehicle speed and the ideal yaw angular velocity satisfy the following second formula:

[0100] Among them, It can be used to characterize the ideal lateral acceleration. It can be used to characterize the ideal yaw angular velocity. It can be used to characterize the actual longitudinal vehicle speed. It can be used to characterize the distance from the center of mass to the front axle. It can be used to characterize the distance from the center of mass to the rear axle. It can be used to characterize the front wheel angle. It can be used to characterize the stability factor determined based on the two-degree-of-freedom vehicle dynamics model of the vehicle.

[0101] In a possible implementation, The expression of satisfies the following third formula:

[0102] Among them, It can be used to characterize the stability factor determined based on the two-degree-of-freedom vehicle dynamics model of the vehicle. It can be used to characterize the weight of the vehicle. It can be used to characterize the wheelbase of the vehicle. It can be used to characterize the equivalent cornering stiffness of the front axle in the two-degree-of-freedom vehicle dynamics model of the vehicle. It can be used to characterize the equivalent cornering stiffness of the rear axle in the two-degree-of-freedom vehicle dynamics model of the vehicle. It can be used to characterize the distance from the center of mass to the front axle. It can be used to characterize the distance from the center of mass to the rear axle.

[0103] In yet another possible implementation, the vehicle control device may obtain the road surface adhesion coefficient of the road surface on which the vehicle is currently traveling. The vehicle control device may correct the ideal yaw rate based on the road surface adhesion coefficient so that the corrected ideal yaw rate satisfies the following fourth formula:

[0104] wherein, can be used to represent the corrected ideal yaw rate. can be used to represent the road surface adhesion coefficient. can be used to represent the gravitational acceleration. can be used to represent the ideal longitudinal vehicle speed.

[0105] S302. Determine the ideal total longitudinal force, ideal total lateral force, and ideal total yaw moment of the whole vehicle based on the actual vehicle motion state parameters, desired vehicle motion state parameters, and the three-degree-of-freedom vehicle dynamics model of the vehicle.

[0106] Among them, the actual vehicle motion state parameters can be used to represent the vehicle motion state parameters at the current moment. The actual vehicle motion state parameters may include the actual longitudinal vehicle speed, actual lateral vehicle speed, and actual yaw rate.

[0107] In a possible implementation, the vehicle control device may convert the three-degree-of-freedom vehicle dynamics model into a vehicle motion state parameter prediction model and construct an objective function of the vehicle motion state parameter prediction model.

[0108] Among them, the three-degree-of-freedom vehicle dynamics model may include the longitudinal motion, lateral motion, and yaw motion of the vehicle.

[0109] Exemplarily, the vehicle control device may determine the actual vehicle motion state parameters as the state variables of the vehicle motion state parameter prediction model, and the output variables are the same as the state variables. The vehicle control device may determine the ideal total longitudinal force, ideal total lateral force, and ideal total yaw moment of the whole vehicle as the control variables of the vehicle motion state parameter prediction model. Based on this, the vehicle horizontal direction dynamics equation can be represented in the form of a nonlinear state space equation in the following fifth formula. Fifth formula:

[0110] The state variable x in the fifth formula satisfies the following sixth formula:

[0111] The control variable u in the fifth formula satisfies the following seventh formula:

[0112] The matrix A in the fifth formula satisfies the following eighth formula:

[0113] In the fifth formula, the matrix B satisfies the following ninth formula:

[0114] Wherein, can be used to characterize the actual longitudinal vehicle speed. can be used to characterize the actual lateral vehicle speed. can be used to characterize the actual yaw rate. can be used to characterize the ideal total longitudinal force of the whole vehicle. can be used to characterize the derivative of the state quantity x. can be used to characterize the ideal total lateral force of the whole vehicle. can be used to characterize the ideal total yaw moment of the whole vehicle. can be used to characterize the weight of the vehicle. can be used to characterize the moment of inertia of the vehicle about the Z axis of the vehicle coordinate system. C can be a third-order identity matrix.

[0115] In a possible implementation manner, the vehicle control device can discretize the above fifth formula according to the first-order Taylor expansion formula to obtain a non-linear discrete state space prediction model, that is, a vehicle motion state parameter prediction model. The vehicle motion state parameter prediction model can satisfy the following tenth formula:

[0116] Wherein, can be used to characterize the discretized vehicle motion state parameters between the kth moment and the (k + p)th moment. can be used to characterize the actual vehicle motion state parameters, that is, the vehicle motion state parameters at the kth moment, that is, the state quantity at the current moment. can be used to characterize the ideal total longitudinal force, ideal total lateral force and ideal total yaw moment of the whole vehicle at the kth moment, that is, the control quantity at the moment. can be used to characterize the output quantity of the vehicle motion state parameter prediction model. F(x) can be used to characterize the non-linear discrete state space prediction function.

[0117] Optionally, the present application can perform tracking control according to the non-linear model predictive control (Nonlinear Model Predictive Control, NMPC) algorithm and the tenth formula to determine the ideal total longitudinal force, ideal total lateral force and ideal total yaw moment of the whole vehicle.

[0118] Exemplarily, the prediction horizon in the NMPC algorithm can be p, the control horizon is m, and m is less than p. The vehicle control device can determine the state quantity of the vehicle within the prediction horizon based on the state quantity of the vehicle at time k. That is, the state of the vehicle at time k + p is , so as to further determine the ideal total longitudinal force, the ideal total lateral force, and the ideal total yaw moment of the whole vehicle.

[0119] In a possible implementation manner, the objective function of the vehicle motion state parameter prediction model at least includes a first objective sub-function, a second objective sub-function, and a third objective sub-function. Among them, the first objective sub-function can be used to characterize the difference between the predicted vehicle motion state parameters and the ideal vehicle motion state parameters. The second objective sub-function can be used to characterize the difference between the control quantities at two adjacent times. The third objective sub-function can be used to characterize the difference in the change rate of the control quantities at two adjacent times.

[0120] In a possible implementation manner, the first objective sub-function satisfies the following eleventh formula:

[0121] Among them, can be used to characterize the first objective sub-function. t can be used to characterize time. k can be used to characterize the current time. p can be used to characterize the control horizon. Q can be used to characterize the diagonal weight matrix of the output state error. can be used to characterize the predicted vehicle motion state parameters. can be used to characterize the ideal vehicle motion state parameters.

[0122] In order to reduce the energy loss of the vehicle control device, the magnitude of the control quantity should be reduced as much as possible. The second objective sub-function satisfies the following twelfth formula:

[0123] Among them, can be used to characterize the second objective sub-function. t can be used to characterize time. k can be used to characterize the current time. p can be used to characterize the control horizon. R can be used to characterize the diagonal weight matrix of the control quantity error. can be used to characterize the control quantity at time t + 1. can be used to characterize the control quantity at time t.

[0124] The third objective sub-function satisfies the following thirteenth formula:

[0125] Among them, can be used to characterize the third objective sub - function. t can be used to characterize time. k can be used to characterize the current moment. p can be used to characterize the control time domain. P can be used to characterize the diagonal weight matrix of the change rate of the control quantity. can be used to characterize the change rate of the control quantity at the moment of t + 1. can be used to characterize the change rate of the control quantity at the moment of t.

[0126] In a possible implementation manner, the vehicle control device can determine the difference between the predicted vehicle motion state parameters and the ideal vehicle motion state parameters through the first objective sub - function. The vehicle control device can minimize the magnitude of the control quantity through the second objective sub - function to reduce the computational power loss of the vehicle control device. The vehicle control device can limit the change rate of the control quantity through the third objective sub - function to reduce the oscillation and overshoot of the vehicle.

[0127] The objective function of the vehicle motion state parameter prediction model can satisfy the following fourteenth formula:

[0128] Among them, can be used to characterize the first objective sub - function. can be used to characterize the second objective sub - function. can be used to characterize the third objective sub - function. can be used to characterize the objective function of the vehicle motion state parameter prediction model. can be used to characterize the state quantity. can be used to characterize the control quantity.

[0129] In a possible implementation manner, the vehicle control device can solve the objective function of the vehicle motion state parameter prediction model based on the actual vehicle motion state parameters, the desired vehicle motion state parameters, and the vehicle motion state parameter prediction model to obtain the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle.

[0130] In another possible implementation manner, based on the actual vehicle motion state parameters, the desired vehicle motion state parameters, and the vehicle motion state parameter prediction model, the objective function of the vehicle motion state parameter prediction model is solved to obtain the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle that satisfy the first constraint condition.

[0131] Among them, the first constraint relationship can be used to constrain that the ideal total longitudinal force of the whole vehicle is less than or equal to the maximum road surface friction force, the ideal total lateral force of the whole vehicle is less than or equal to the maximum road surface friction force, and the ideal total yaw moment of the whole vehicle is less than or equal to the maximum yaw moment supported by the road surface.

[0132] In a possible implementation manner, the first constraint relationship satisfies the following fifteenth formula.

[0133]

[0134] Wherein, can be used to represent the ideal total longitudinal force of the whole vehicle. can be used to represent the ideal total lateral force of the whole vehicle. can be used to represent the road surface adhesion coefficient. can be used to represent the vehicle. g can be used to represent the acceleration due to gravity. can be used to represent the ideal total yaw moment of the whole vehicle. can be used to represent the distance from the center of mass to the front axle. can be used to represent the distance from the center of mass to the rear axle. can be used to represent the front wheel track of the vehicle.

[0135] In a possible implementation manner, the first constraint relationship may further include constraints on the change rates of the longitudinal resultant force, the lateral resultant force, and the yaw resultant moment.

[0136] Based on this, the present application can, based on the actual vehicle motion state parameters, the desired vehicle motion state parameters, and the three-degree-of-freedom vehicle dynamics model of the vehicle, accurately calculate the ideal total longitudinal force, the ideal total lateral force, and the ideal total yaw moment of the whole vehicle, so that the vehicle control can more accurately respond to the driver's manipulation intention, improve the maneuverability of the vehicle, and make the driving smoother and more comfortable.

[0137] In some embodiments, in order to determine the control parameters of each wheel of the vehicle based on the ideal total longitudinal force, the ideal total lateral force, and the ideal total yaw moment of the whole vehicle, the vehicle control method provided by the embodiments of the present application further includes the following steps: S401 - S403.

[0138] S401. Based on the ideal total longitudinal force, the ideal total lateral force, and the ideal total yaw moment of the whole vehicle, determine the longitudinal force and the lateral force of each wheel of the vehicle.

[0139] In a possible implementation manner, the vehicle control device may construct a wheel stability margin objective function.

[0140] In a possible implementation manner, the farther the resultant force of the longitudinal force and the lateral force of each wheel is from the boundary of the tire friction circle, the greater the stability margin of each wheel and the better the stability of the vehicle. Constructing the wheel stability margin objective function can start from the perspective of tire stability margin, and by minimizing the variance and mean of the longitudinal and lateral resultant force load rates of each wheel, optimize the utilization of the load rate of each wheel, thereby improving the handling stability of the vehicle. In addition, since the boundary of the friction circle of each wheel is affected by the vertical force The influence is to reduce the vertical load fluctuation of the tire, which can suppress the load transfer and avoid the situation where the friction circle boundary of a single wheel is extremely small.

[0141] Based on this, the wheel load rate, the variance of the load rate, and the mean value of the load rate satisfy the following sixteenth formula:

[0142] Among them, can be used to characterize the wheel load rate. can be used to characterize the longitudinal force of each wheel. can be used to characterize the lateral force of each wheel. can be the actual value of the vertical load of each wheel. can be used to characterize the subscripts of the four wheels, which are the left front wheel , the right front wheel , the left rear wheel and the right rear wheel . can be used to characterize the road adhesion coefficient corresponding to each wheel. can be used to characterize the variance of the load rate. can be used to characterize the mean value of the load rate.

[0143] In a possible implementation manner, the wheel stability margin objective function is the weighted sum of the variance and the mean value of the load rate of each wheel. The wheel stability margin objective function satisfies the following seventeenth formula:

[0144] Among them, can be used to characterize the weight coefficient of the variance of the load rate. can be used to characterize the weight coefficient of the mean value of the load rate. can be used to characterize the wheel stability margin objective function. can be used to characterize the longitudinal force of each wheel. can be used to characterize the lateral force of each wheel. can be used to characterize the wheel load rate. can be used to characterize the variance of the load rate. can be used to characterize the mean value of the load rate.

[0145] In a possible implementation manner, the vehicle control device can solve the wheel stability margin objective function based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle, and determine the longitudinal force and the lateral force of each wheel of the vehicle.

[0146] In another possible implementation, the vehicle control device solves the wheel stability margin objective function based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle, and determines the longitudinal force and lateral force of each wheel that satisfy the second constraint condition.

[0147] Among them, the second constraint condition includes at least one of the following: the sum of the longitudinal forces of each wheel is less than or equal to the ideal total longitudinal force of the whole vehicle. The sum of the lateral forces of each wheel is less than or equal to the ideal total lateral force of the whole vehicle. The yaw moment determined based on the longitudinal force and lateral force of each wheel is less than or equal to the ideal total yaw moment of the whole vehicle. The longitudinal force of each wheel satisfies the torque limit condition of the drive motor. The lateral force of each wheel does not exceed the maximum lateral force supported by each wheel. The relationship between the longitudinal force, lateral force and vertical force of each wheel satisfies the friction circle condition.

[0148] Based on this, the second constraint condition satisfies the following eighteenth formula to twenty-second formula.

[0149] In a possible implementation, the vehicle control device can use the eighteenth formula to constrain the sum of the longitudinal forces of each wheel, the sum of the lateral forces of each wheel, and the yaw moment determined based on the longitudinal force and lateral force of each wheel, so that the sum of the longitudinal forces of each wheel is less than or equal to the ideal total longitudinal force of the whole vehicle, the sum of the lateral forces of each wheel is less than or equal to the ideal total lateral force of the whole vehicle, and the yaw moment determined based on the longitudinal force and lateral force of each wheel is less than or equal to the ideal total yaw moment of the whole vehicle. Eighteenth formula:

[0150] Among them, can be used to represent the ideal total longitudinal force of the whole vehicle. can be used to represent the ideal total lateral force of the whole vehicle. can be used to represent the ideal total yaw moment of the whole vehicle. can be used to represent the longitudinal force of the left front wheel. can be used to represent the longitudinal force of the right front wheel. can be used to represent the longitudinal force of the left rear wheel. can be used to represent the longitudinal force of the right rear wheel. can be used to represent the lateral force of the left front wheel. can be used to represent the lateral force of the right front wheel. can be used to represent the lateral force of the left rear wheel. can be used to represent the lateral force of the right rear wheel. can be used to represent the front wheel track of the vehicle. can be used to represent the rear wheel track of the vehicle. can be used to represent the distance from the center of mass to the front axle. can be used to represent the distance from the center of mass to the rear axle.

[0151] In a possible implementation, the vehicle control device can limit the longitudinal force of each wheel through the following nineteenth formula, so that the longitudinal force of each wheel meets the torque limit condition of the drive motor. Nineteenth formula:

[0152] Wherein, can be used to characterize the torque limit condition of the drive motor. can be used to characterize the tire radius. can be used to characterize the longitudinal force of each wheel. can be used to characterize the subscripts of the four wheels, which are the left front wheel , the right front wheel , the left rear wheel and the right rear wheel .

[0153] In a possible implementation, the vehicle control device can constrain the lateral force of each wheel through the following twentieth formula, so that the lateral force of each wheel does not exceed the maximum lateral force supported by each wheel.

[0154]

[0155] Wherein, can be used to characterize the cornering stiffness of each wheel. can be used to characterize the maximum lateral force supported by each wheel. can be used to characterize the lateral force of each wheel. can be used to characterize the subscripts of the four wheels, which are the left front wheel , the right front wheel , the left rear wheel and the right rear wheel .

[0156] In a possible implementation, the vehicle control device can limit the maximum yaw moment that each wheel can provide through the following twenty-first formula, so that the maximum yaw moment that each wheel can provide is less than or equal to the torque limit condition determined based on the road surface adhesion coefficient and vehicle information.

[0157] Twenty-first formula:

[0158] Wherein, can be used to characterize the yaw moment provided by the left front wheel or the right front wheel. can be used to characterize the yaw moment provided by the left rear wheel or the right rear wheel. can be used to characterize the road surface adhesion coefficient. t fIt can be used to characterize the front track of the vehicle. t r It can be used to characterize the rear track of the vehicle. l f It can be used to characterize the distance from the center of mass to the front axle. l r It can be used to characterize the distance from the center of mass to the rear axle. It can be used to characterize the vehicle. g can be used to characterize the acceleration due to gravity.

[0159] In a possible implementation, the vehicle control device can constrain the relationship between the longitudinal force, lateral force, and vertical force of each wheel through the following twenty-second formula, so that the relationship between the longitudinal force, lateral force, and vertical force of each wheel satisfies the friction circle condition. Twenty-second formula:

[0160] Among them, It can be used to characterize the longitudinal force of each wheel. It can be used to characterize the lateral force of each wheel. It is used to characterize the vertical force of each wheel. It can be used to characterize the road adhesion coefficient of each wheel.

[0161] It can be used to characterize the subscripts of the four wheels, which are the left front wheel , the right front wheel , the left rear wheel and the right rear wheel .

[0162] S402. Based on the longitudinal force of each wheel, determine the driving torque and yaw moment of each wheel respectively.

[0163] In a possible implementation, the vehicle control device can, based on the torque balance of a single wheel in the vehicle longitudinal driving and longitudinal braking states, convert the longitudinal force of each wheel into the driving torque and yaw moment of each wheel. The longitudinal force of each wheel, the driving torque of each wheel, and the yaw moment satisfy the following twenty-third formula. Twenty-third formula:

[0164] Among them, It can be used to characterize the driving torque. It can be used to characterize the braking torque. It can be used to characterize the tire radius. It can be used to characterize the longitudinal force of each wheel in the wheel coordinate system. It can be used to characterize the rotational angular acceleration of each wheel. It can be used to characterize the subscripts of the four wheels, which are the left front wheel , the right front wheel , the left rear wheel and the right rear wheel . It can be used to characterize the moment of inertia of the wheels.

[0165] In a possible implementation manner, when the longitudinal forces of the wheels are the longitudinal forces in the vehicle coordinate system, the vehicle control device can convert the longitudinal forces and lateral forces of the wheels in the vehicle coordinate system into the longitudinal forces of the wheels in the wheel coordinate system based on the following twenty-fourth formula. Twenty-fourth formula:

[0166] where It can be used to characterize the steering angles of the wheels. It can be used to characterize the longitudinal forces of the wheels in the wheel coordinate system. It can be used to characterize the lateral forces of the wheels in the wheel coordinate system. It can be used to characterize the longitudinal forces of the wheels in the vehicle coordinate system. It can be used to characterize the lateral forces of the wheels in the vehicle coordinate system. ij can be used to characterize the subscripts of the four wheels, which are the left front wheel , the right front wheel , the left rear wheel and the right rear wheel . It can be used to characterize the moment of inertia of the wheels.

[0167] S403. Determine the steering angles of the wheels respectively based on the lateral forces of the wheels.

[0168] In a possible implementation manner, the vehicle control device can convert the lateral forces of the wheels into the desired sideslip angles of the wheels based on the tire inverse model. The vehicle control device can determine the steering angles of the wheels based on the desired sideslip angles of the wheels.

[0169] Among them, the tire inverse model is an important concept in the fields of vehicle dynamics and tire mechanics, and its core goal is to inversely deduce the key parameters (such as slip ratio, sideslip angle, etc.) of the tire in contact with the ground from the mechanical response of the tire.

[0170] In a possible implementation manner, the vehicle control device can convert the lateral forces of the wheels into the desired sideslip angles of the wheels through the following twenty-fifth formula. Twenty-fifth formula:

[0171] In the twenty-fifth formula satisfies the following twenty-sixth formula:

[0172] where It can be used to characterize the desired slip angle of each wheel. It can be used to characterize the road adhesion coefficient corresponding to each wheel. It can be used to characterize the cornering stiffness of each wheel. It can be used to characterize the longitudinal force of each wheel. It can be used to characterize the lateral force of each wheel. It can be the vertical force of each wheel. ij can be used to characterize the subscripts of the four wheels, namely the left front wheel , the right front wheel , the left rear wheel and the right rear wheel . p can be used to characterize the adjustable parameter.

[0173] In a possible implementation, a second mapping relationship may be configured in the vehicle control device. The second mapping relationship includes multiple slip angles and the steering angles of their respective corresponding wheels. The second mapping relationship can be determined according to the measured parameters. The vehicle control device can determine the steering angles of the respective wheels that match the desired slip angle according to the second mapping relationship.

[0174] Based on this, the present application can determine the longitudinal force and lateral force of each wheel based on the ideal total longitudinal force, lateral force and yaw moment of the whole vehicle, and calculate the driving torque, yaw moment and wheel steering angle of the vehicle based on the longitudinal force and lateral force of each wheel, so as to realize multi-objective coordinated control and improve the handling performance and stability of the vehicle.

[0175] In some embodiments, in order to determine the ideal vertical force of the whole vehicle, the ideal anti-roll moment of the whole vehicle and the ideal anti-pitch moment of the whole vehicle based on the driving state information, the vehicle control method provided by the embodiments of the present application further includes the following steps: S501-S503.

[0176] S501. Construct a seven-degree-of-freedom whole-vehicle dynamics model based on the driving state information.

[0177] In a possible implementation, the seven-degree-of-freedom whole-vehicle dynamics model includes the longitudinal motion, lateral motion, vertical motion of the vehicle and the vertical motion of each wheel. The seven-degree-of-freedom whole-vehicle dynamics model may include the following twenty-seventh formula to thirty-third formula.

[0178] In a possible implementation, the vehicle control device can construct the balance equation of the vehicle in the vertical direction according to the component of the vehicle longitudinal speed in the pitch direction and the component of the lateral speed in the roll direction. The balance equation of the vehicle in the vertical direction satisfies the following twenty-seventh formula. Twenty-seventh formula:

[0179] Among them, It can be used to characterize the sprung mass. It can be used to characterize the derivative of the actual vertical vehicle speed, i.e., the actual vertical acceleration. It can be used to characterize the actual longitudinal vehicle speed. It can be used to characterize the actual lateral vehicle speed. It can be used to characterize the derivative of the actual roll angle, i.e., the actual roll angular velocity. It can be used to characterize the ideal vertical force of the whole vehicle. It can be used to characterize the gravitational acceleration. It can be used to characterize the pitch angular velocity of the vehicle.

[0180] In a possible implementation manner, the vehicle control device can divide the damping force of the vehicle semi-active suspension shock absorber into passive damping force and adjustable damping force. The damping force of the semi-active suspension shock absorber satisfies the following twenty-eighth formula. Twenty-eighth formula:

[0181] Wherein, It can be used to characterize the damping force of the semi-active suspension shock absorber. It can be used to characterize the passive damping coefficient of the shock absorber. It can be used to characterize the adjustable damping coefficient of the semi-active suspension shock absorber. It can be used to characterize the vertical speed of the semi-active suspension. It can be used to characterize the vertical speed of the wheel. It can be used to characterize the adjustable damping force. It can be used to characterize the passive damping force.

[0182] In a possible implementation manner, the ideal vertical force of the whole vehicle can include the spring forces on the four suspensions of the vehicle, the passive damping force and the adjustable damping force of the shock absorbers. Based on this, the ideal vertical force of the whole vehicle can satisfy the following twenty-ninth formula. Twenty-ninth formula:

[0183] Wherein, It can be used to characterize the ideal vertical force of the whole vehicle. It can be used to characterize the spring stiffness of each suspension. It can be used to characterize the passive damping coefficient of the shock absorber of each suspension. It can be used to characterize the vertical displacement of the unsprung mass of each suspension relative to the equilibrium point position. It can be used to characterize the vertical displacement of the sprung mass of each suspension relative to the equilibrium point position. It can be used to characterize the derivative of the vertical displacement of the sprung mass of each suspension relative to the equilibrium point position. It can be used to characterize the derivative of the vertical displacement of the unsprung mass of each suspension relative to the equilibrium point position. k ij, c ij , z sij , z uij , , The ij in it can be used to represent the subscripts of the four wheels, namely the left front wheel , the right front wheel , the left rear wheel and the right rear wheel . f 1 can be used to represent the adjustable damping force of the shock absorber of the left front suspension. f 2 can be used to represent the adjustable damping force of the shock absorber of the left rear suspension. f 3 can be used to represent the adjustable damping force of the shock absorber of the right front suspension. f 4 can be used to represent the adjustable damping force of the shock absorber of the right rear suspension.

[0184] In a possible implementation, the vehicle control device can construct a roll balance equation according to the roll motion of the vehicle's center of mass around the X-axis in the plane YOZ. The roll balance equation satisfies the following 30th formula:

[0185] Among them, the plane YOZ can be used to represent the plane formed by the Y-axis and the Z-axis in the vehicle coordinate system. can be used to represent the moment of inertia of the vehicle around the X-axis of the vehicle coordinate system. can be used to represent the vehicle roll angular acceleration. can be used to represent the ideal anti-roll moment of the whole vehicle. can be used to represent the distance from the center of mass to the roll center. can be used to represent the roll moment caused by the centrifugal force of the unsprung mass. can be used to represent the roll moment caused by the gravity of the unsprung mass. can be used to represent the unsprung mass. can be used to represent the lateral acceleration. can be used to represent the gravitational acceleration. can be used to represent the actual roll angle.

[0186] The ideal anti-roll moment of the whole vehicle satisfies the following 31st formula. 31st formula:

[0187] Among them, M xd can be used to represent the ideal anti-roll moment of the whole vehicle. can be used to represent the vertical forces of each wheel, in the can be used to represent the subscripts of the four wheels, namely the left front wheel , the right front wheel and the left rear wheel and the right rear wheel t f can be used to characterize the front track of the vehicle. t r can be used to characterize the rear track of the vehicle.

[0188] In a possible implementation manner, the vehicle control device can construct a roll balance equation according to the pitching motion of the vehicle centroid around the X-axis in the plane XOZ. The pitching balance equation satisfies the following thirty-second formula:

[0189] wherein, the plane XOZ can be used to characterize the plane formed by the X-axis and the Z-axis in the vehicle coordinate system. can be used to characterize the moment of inertia of the vehicle around the Y-axis of the vehicle coordinate system. can be used to characterize the vehicle pitching angular acceleration. can be used to characterize the ideal anti-pitching moment of the whole vehicle. can be used to characterize the distance from the centroid to the pitching center. can be used to characterize the pitching moment caused by the pushing or braking force of the unsprung mass. can be used to characterize the pitching moment caused by the gravity of the unsprung mass. can be used to characterize the unsprung mass. can be used to characterize the longitudinal acceleration. can be used to characterize the gravitational acceleration. can be used to characterize the actual pitching angle.

[0190] The ideal anti-pitching moment of the whole vehicle satisfies the following thirty-third formula:

[0191] wherein, can be used to characterize the ideal anti-pitching moment of the whole vehicle. can be used to characterize the vertical forces of each wheel, in can be used to characterize the subscripts of the four wheels, which are the left front wheel and the right front wheel and the left rear wheel and the right rear wheel . can be used to characterize the distance from the centroid to the front axle. can be used to characterize the rear track of the vehicle.

[0192] S502. Construct a sliding surface for vertical motion, a sliding surface for roll motion, a sliding surface for pitching motion, and an approach law.

[0193] Among them, the sliding mode surface is a hyperplane defined in the state space, which is used to describe the expected motion trajectory of an object under the control action. The reaching law can be a law or strategy that describes how an object approaches the sliding mode surface from an arbitrary initial position. For example, in vehicle control, the sliding mode surface can be designed so that the roll angle and pitch angle of the vehicle track the expected zero angle. At the same time, choosing an appropriate reaching law can make the vehicle state reach the sliding mode surface quickly and smoothly, so as to achieve the smooth driving and attitude stability of the vehicle.

[0194] In a possible implementation manner, the vehicle control device can be configured with an ideal vertical vehicle speed, a rational roll angle, and an ideal pitch angle. The vehicle control device can construct a sliding mode surface for vertical motion, a sliding mode surface for roll motion, and a sliding mode surface for pitch motion based on the ideal vertical vehicle speed, the rational roll angle, and the ideal pitch angle.

[0195] Optionally, the ideal vertical vehicle speed, the rational roll angle, and the ideal pitch angle can be set according to actual needs. For example, the ideal vertical vehicle speed can be 0 meters per second (m / s), the rational roll angle can be 0 degrees, and the ideal pitch angle can be 0 degrees. This application does not make specific limitations on this.

[0196] In an example, the error accumulation of the roll angular velocity and the pitch angular velocity will cause unnecessary errors in the tracking of the vehicle body attitude angle, which will in turn affect the overall performance of the vehicle. To solve this problem, this application can adopt a non-singular terminal sliding mode control method to design the sliding mode surface for vertical motion, the sliding mode surface for roll motion, and the sliding mode surface for pitch motion. Designing the sliding mode surface for vertical motion, the sliding mode surface for roll motion, and the sliding mode surface for pitch motion by adopting the non-singular terminal sliding mode control method satisfies the following thirty-fourth formula:

[0197] Among them, and can be used to represent the normal constants in the sliding mode surface of the roll motion. p 2 and q 2 can be used to represent arbitrarily selected positive odd numbers, and satisfy 1 < p 2 / q 2 < 2. and can be used to represent the normal constants in the sliding mode surface of the pitch motion. p 3 and q 3 can be used to represent arbitrarily selected positive odd numbers, and satisfy 1 < p 3 / q 3 < 2. can be used to represent the ideal vertical vehicle speed. can be used to represent the actual vertical vehicle speed. can be used to represent the rational roll angle. It can be used to characterize the actual roll angle. It can be used to characterize the derivative of the rational roll angle, that is, the ideal roll angular velocity. It can be used to characterize the derivative of the actual roll angle, that is, the actual roll angular velocity. It can be used to characterize the ideal pitch angle. It can be used to characterize the actual pitch angle. It can be used to characterize the derivative of the ideal pitch angle, that is, the ideal pitch angular velocity. It can be used to characterize the derivative of the actual pitch angle, that is, the actual pitch angular velocity. It can be used to characterize the sliding mode surface of the vertical motion. It can be used to characterize the sliding mode surface of the roll motion. It can be used to characterize the sliding mode surface of the pitch motion.

[0198] In a possible implementation manner, for the sliding mode surface of the vertical motion, the vehicle control device can construct an approaching law for the vertical motion. The approaching law for the vertical motion can be used to reduce the chattering phenomenon during the sliding mode control based on the sliding mode surface of the vertical motion.

[0199] Optionally, the approaching law for the vertical motion can be set according to actual requirements. For example, the approaching law for the vertical motion can be a constant-speed approaching law, and the approaching law for the vertical motion can also be a variable-structure approaching law. The present application does not make specific limitations thereon.

[0200] Exemplarily, when the approaching law for the vertical motion is a constant-speed approaching law, the vehicle control device can use a saturation function instead of a sign function to ensure the continuity of the control quantity, thereby reducing the chattering phenomenon of the sliding mode control. The constant-speed approaching law satisfies the following thirty-fifth formula. Thirty-fifth formula:

[0201] Wherein, It can be used to characterize the approaching law for the vertical motion, that is, the constant-speed approaching law. It can be used to characterize a positive constant, indicating the approaching rate of the system state on the sliding mode surface. It can be used to characterize a coefficient, which is used to smooth the chattering of the high-frequency switching of the sliding mode surface. The larger the value or The smaller the value, the faster the approaching rate of the sliding mode control, but the larger the jitter. It can be used to characterize the sliding mode surface of the vertical motion. sgn(x) can be used to characterize the sign function. If x < -1, it returns -1. If -1 ≤ x ≤ 1, it returns, and if x > 1, it returns 1‌. It can be used to characterize if The absolute value of . It can be used to characterize if The absolute value of is greater than or equal to

[0202] In a possible implementation, for the synovial surface of the roll motion and the synovial surface of the pitch motion, the vehicle control device can construct an approach law for the roll motion and an approach law for the pitch motion.

[0203] Optionally, the approach law for the roll motion and the approach law for the pitch motion can be non-linear functions or constant approach rates. This application does not make specific restrictions on this.

[0204] Exemplarily, when the approach law for the roll motion and the approach law for the pitch motion are non-linear functions, the approach law for the roll motion satisfies the following thirty-sixth formula, and the approach law for the pitch motion can satisfy the following thirty-seventh formula. Thirty-sixth formula:

[0205] where can be used to characterize the sliding mode surface of the roll motion. and can be used to characterize the normal constant in the approach law of the roll motion. and are used to characterize any arbitrarily selected positive odd number and satisfy can be used to characterize the approach law of the roll motion.

[0206] It should be noted that the larger is, the larger is, and the better the suppression effect of the corresponding attitude angle is, but the larger the chattering of the corresponding attitude angular velocity is. When the vehicle control device adjusts the control parameters of the approach law of the roll motion,

[0207] Thirty-seventh formula:

[0208] can be used to characterize the sliding mode surface of the pitch motion. and can be used to characterize the normal constant in the approach law of the pitch motion. and are used to characterize any arbitrarily selected positive odd number and satisfy can be used to characterize the approach law of the pitch motion.

[0209] It should be noted that the larger ​​The greater it is, the better the suppression effect of the corresponding attitude angle, but the greater the chattering of the corresponding attitude angular velocity. When adjusting the control parameters of the reaching law for the roll motion, the vehicle control device can be first determined as a fixed value (such as 1), and then continuously adjusted.

[0210] S503. Based on the seven-degree-of-freedom vehicle dynamics model, the sliding surface of the vertical motion, the sliding surface of the roll motion, the sliding surface of the pitch motion, and the reaching law, determine the ideal vertical force of the whole vehicle, the ideal anti-roll moment of the whole vehicle, and the ideal anti-pitch moment of the whole vehicle.

[0211] In a possible implementation manner, through the seven-degree-of-freedom vehicle dynamics model, the sliding surface of the vertical motion, and the reaching law of the vertical motion, it can be determined that the ideal vertical force of the whole vehicle satisfies the following thirty-eighth formula. The vehicle control device can determine the ideal vertical force of the whole vehicle based on the thirty-eighth formula. Thirty-eighth formula:

[0212] Where, can be used to represent the ideal vertical force of the whole vehicle. can be used to represent the unsprung mass. can be used to represent the actual longitudinal vehicle speed. can be used to represent the derivative of the actual pitch angle, that is, the actual pitch angular velocity. can be used to represent the actual lateral vehicle speed. can be used to represent the gravitational acceleration. can be used to represent the reaching law of the vertical motion. can be used to represent a positive constant, indicating the approaching rate of the system state on the sliding surface. can be used to represent a coefficient, which is used to smooth the chattering of the high-frequency switching of the sliding surface. can be used to represent the sliding surface of the vertical motion.

[0213] In a possible implementation manner, through the seven-degree-of-freedom vehicle dynamics model, the sliding surface of the roll motion, and the reaching law of the roll motion, it can be determined that the ideal anti-roll moment of the whole vehicle satisfies the following thirty-ninth formula. The vehicle control device can determine the ideal anti-roll moment of the whole vehicle based on the thirty-ninth formula. Thirty-ninth formula:

[0214] Where, can be used to represent the ideal anti-roll moment of the whole vehicle. can be used to represent the unsprung mass. can be used to represent the lateral acceleration. can be used to represent the distance from the center of mass to the roll center. can be used to represent the gravitational acceleration. Can be used to characterize the actual roll angle. Can be used to characterize the actual roll angular velocity.

[0215] Can be used to characterize the moment of inertia of the vehicle about the X-axis of the vehicle coordinate system. Can be used to characterize the reaching law of the vertical motion. Can be used to characterize the sliding mode surface of the roll motion. and Can be used to characterize the positive constant in the reaching law of the roll motion. and Can be used to characterize any arbitrarily selected positive odd number. Can be used to characterize. Can be used to characterize. p 2 and q 2 Can be used to characterize any arbitrarily selected positive odd number, and satisfy 1 < p 2 / q 2 < 2.

[0216] In a possible implementation manner, through a seven-degree-of-freedom vehicle dynamics model, the sliding mode surface of the pitch motion, and the reaching law of the pitch motion, the ideal anti-pitch moment of the whole vehicle can be determined to satisfy the following Fortieth formula. The vehicle control device can determine the ideal anti-pitch moment of the whole vehicle based on the Fortieth formula. Fortieth formula:

[0217] Wherein, Can be used to characterize the ideal anti-pitch moment of the whole vehicle. Can be used to characterize the unsprung mass. Can be used to characterize the longitudinal acceleration. Can be used to characterize the moment of inertia of the vehicle about the Y-axis of the vehicle coordinate system. Can be used to characterize the distance from the center of mass to the pitch center. Can be used to characterize the actual pitch angle. Can be used to characterize the actual pitch angular velocity. - Can be used to characterize the reaching law of the pitch motion. Can be used to characterize the sliding mode surface of the pitch motion. and Can be used to characterize any arbitrarily selected positive odd number. p 3 and q 3 Can be used to characterize any arbitrarily selected positive odd number, and satisfy 1 < p 3 / q 3 < 2.

[0218] Based on this, the present application can construct a seven-degree-of-freedom vehicle dynamics model based on the driving state information, design sliding mode surfaces and reaching laws for vertical, roll, and pitch motions, and then determine the ideal vertical force, roll resistance moment, and pitch resistance moment of the whole vehicle that conform to the current vehicle driving state and driving control, so as to achieve precise coordinated control of the vertical, roll, and pitch motions of the vehicle according to the ideal vertical force, roll resistance moment, and pitch resistance moment of the whole vehicle, and improve the stability of the vehicle.

[0219] In some embodiments, in order to determine the control parameters of the vehicle's suspension system based on the ideal vertical force of the whole vehicle, the ideal roll resistance moment of the whole vehicle, and the ideal pitch resistance moment of the whole vehicle, the vehicle control method provided by the present application further includes the following steps: S601.

[0220] S601. Determine the damping forces of the shock absorbers of the vehicle's suspension system based on the constraint relationship matrix, the ideal vertical force of the whole vehicle, the ideal roll resistance moment of the whole vehicle, and the ideal pitch resistance moment of the whole vehicle. Among them, the constraint relationship matrix can be used to characterize the constraint relationship between the damping force of each shock absorber and the ideal vertical force of the whole vehicle, the constraint relationship between the damping force of each shock absorber and the ideal roll resistance moment of the whole vehicle, and the constraint relationship between the damping force of each shock absorber and the ideal pitch resistance moment of the whole vehicle. The constraint relationship between the damping force of each shock absorber and the ideal vertical force of the whole vehicle includes: the sum of the damping forces of each shock absorber is equal to the ideal vertical force of the whole vehicle. The constraint relationship between the damping force of each shock absorber and the ideal roll resistance moment of the whole vehicle may include: the roll resistance moment determined based on the front axle track, the rear axle track, and the damping force of each shock absorber is equal to the ideal roll resistance moment of the whole vehicle. The constraint relationship between the damping force of each shock absorber and the ideal pitch resistance moment of the whole vehicle may include: the pitch resistance moment determined based on the distance from the center of mass to the front axle, the distance from the center of mass to the rear axle, and the damping force of each shock absorber is equal to the ideal pitch resistance moment of the whole vehicle.

[0221] It should be noted that the damping forces of each shock absorber may include the adjustable damping force of the shock absorber of the left front suspension, the adjustable damping force of the shock absorber of the left rear suspension, the adjustable damping force of the shock absorber of the right front suspension, and the adjustable damping force of the shock absorber of the right rear suspension.

[0222] In a possible implementation manner, the ideal vertical force of the whole vehicle, the ideal roll resistance moment of the whole vehicle, and the ideal pitch resistance moment of the whole vehicle and the control parameters of the vehicle's suspension system satisfy the following forty-first formula. Forty-first formula:

[0223] Among them, the matrix Matrix Matrix .

[0224] Based on the forty-first formula, matrix , matrix , matrix The following forty-second formula can be determined: .

[0225] Based on the forty-second formula, the damping forces f 1 、f 2 、f 3 、f 4 of each shock absorber can satisfy the following forty-third to forty-fifth formulas.

[0226] The forty-third formula can be used to characterize the constraint relationship between the damping force of each shock absorber and the ideal vertical force of the whole vehicle. The forty-third formula:

[0227] The forty-fourth formula can be used to characterize the constraint relationship between the damping force of each shock absorber and the ideal roll resistance moment of the whole vehicle. The forty-fourth formula:

[0228] The forty-fifth formula can be used to characterize the constraint relationship between the damping force of each shock absorber and the ideal pitch resistance moment of the whole vehicle. The forty-fifth formula:

[0229] Among them, in the forty-first to forty-fifth formulas, can be used to characterize the ideal vertical force of the whole vehicle. can be used to characterize the ideal roll resistance moment of the whole vehicle. can be used to characterize the ideal pitch resistance moment of the whole vehicle. t f can be used to characterize the front track of the vehicle. t r can be used to characterize the rear track of the vehicle. l f can be used to characterize the distance from the center of mass to the front axle. l r can be used to characterize the distance from the center of mass to the rear axle. f 1 can be used to characterize the adjustable damping force of the shock absorber of the left front suspension. f 2 can be used to characterize the adjustable damping force of the shock absorber of the left rear suspension. f 3 can be used to characterize the adjustable damping force of the shock absorber of the right front suspension. f 4 can be used to characterize the adjustable damping force of the shock absorber of the right rear suspension.

[0230] In a possible implementation manner, in order to determine the damping forces f 1 、f 2 、f 3 、f 4 of each shock absorber, the vehicle control device can construct the pseudo matrix of matrix A . The pseudo matrix can satisfy the following forty-sixth formula. The forty-sixth formula:

[0231] Based on the forty - first formula and the forty - sixth formula, the damping force of each shock absorber can be determined 、 、 、 satisfy the following forty - seventh formula. Forty - seventh formula:

[0232] Based on the forty - seventh formula, the damping force f of each shock absorber can be determined 1 、f 2 、f 3 、 f 4 respectively satisfy the following forty - eighth formula to fifty - first formula. Forty - eighth formula:

[0233] Forty - ninth formula:

[0234] Fiftieth formula:

[0235] Fifty - first formula:

[0236] Among them, in the forty - sixth to fifty - first formulas, can be used to characterize the ideal vertical force of the whole vehicle. can be used to characterize the ideal anti - roll moment of the whole vehicle. can be used to characterize the ideal anti - pitch moment of the vehicle. t f can be used to characterize the front track of the vehicle. t r can be used to characterize the rear track of the vehicle. l f can be used to characterize the distance from the center of mass to the front axle. l r can be used to characterize the distance from the center of mass to the rear axle. f 1 can be used to characterize the adjustable damping force of the shock absorber of the left front suspension. f 2 can be used to characterize the adjustable damping force of the shock absorber of the left rear suspension. f 3 can be used to characterize the adjustable damping force of the shock absorber of the right front suspension. f 4 can be used to characterize the adjustable damping force of the shock absorber of the right rear suspension.

[0237] Based on this, the present application can decouple the coupling relationships of the vertical force, anti-roll moment, and anti-pitch moment into independently solvable equations through the constraint relationship matrix, so as to determine the damping forces of the shock absorbers of the vehicle's suspension system, achieve the global performance balance of the vehicle, avoid the target conflicts of each subsystem in the related art (such as the contradiction between vertical comfort and roll stability), and improve the handling, safety, and comfort of the vehicle.

[0238] In some embodiments, as Figure 3 shown, Figure 3 FIG. is a schematic structural diagram of a vehicle control device shown according to an exemplary embodiment. The vehicle control device may include a longitudinal and lateral integrated control module 701 and a vertical control module 702.

[0239] In a possible implementation manner, the longitudinal and lateral integrated control module 701 may determine the control parameters of each wheel of the vehicle based on the driving operation information and the driving state information.

[0240] Among them, the driving operation information used by the longitudinal and lateral integrated control module 701 may include the accelerator pedal opening and the brake pedal opening. The driving state information used by the longitudinal and lateral integrated control module 701 may include the front wheel angle, the actual longitudinal vehicle speed, the actual lateral vehicle speed, the actual yaw rate, and the actual vertical force of each wheel. The control parameters of each wheel may include the driving torque of each wheel, the braking torque of each wheel, and the angle of each wheel.

[0241] In a possible implementation manner, the vertical control module 702 may determine the control parameters of the vehicle's suspension system based on the driving state information.

[0242] Among them, the driving state information used by the vertical control module 702 may include the actual longitudinal vehicle speed, the actual lateral vehicle speed, the actual vertical vehicle speed, the actual yaw rate, the actual roll angle, the actual pitch angle, the ideal vertical vehicle speed, the ideal roll angle, and the ideal pitch angle. The control parameters of the vehicle's suspension system may include the adjustable damping force of each wheel shock absorber.

[0243] In some embodiments, in combination with Figure 3 , as Figure 4 shown, Figure 4 FIG. is a schematic structural diagram of a longitudinal and lateral integrated control module shown according to an exemplary embodiment. The longitudinal and lateral integrated control module 701 may include a first control unit 7011, a second control unit 7012, a third control unit 7013, and a fourth control unit 7014.

[0244] In a possible implementation manner, the first control unit 7011 may determine the ideal longitudinal vehicle speed, the ideal lateral vehicle speed, and the ideal yaw rate based on the accelerator pedal opening, the brake pedal opening, the front wheel angle, and the actual longitudinal vehicle speed.

[0245] The second control unit 7012 can determine the ideal total longitudinal force, the ideal total lateral force, and the ideal total yaw moment of the whole vehicle based on the ideal longitudinal vehicle speed, the ideal lateral vehicle speed, the ideal yaw angular velocity, the actual longitudinal vehicle speed, the actual lateral vehicle speed, and the actual yaw angular velocity.

[0246] The third control unit 7013 can determine the ideal longitudinal force of each wheel and the ideal lateral force of each wheel based on the ideal total longitudinal force, the ideal total lateral force, the ideal total yaw moment of the whole vehicle, and the actual vertical force of each wheel.

[0247] The fourth control unit 7014 can determine the driving torque, the braking torque, and the steering angle of each wheel based on the ideal longitudinal force of each wheel and the ideal lateral force of each wheel.

[0248] It should be noted that the specific implementation method of determining the driving torque, the braking torque, and the steering angle of each wheel through the longitudinal and lateral integrated control module 701 can refer to the above S201 - S203. It will not be elaborated here.

[0249] In some embodiments, in combination with Figure 3 , such as Figure 5 shown, Figure 5 is a schematic structural diagram of a vertical control module shown according to an exemplary embodiment. The vertical control module 702 can include a fifth control unit 7021 and a sixth control unit 7022.

[0250] In a possible implementation manner, the fifth control unit 7021 can determine the ideal vertical force, the ideal roll resistance moment, and the ideal pitch resistance moment through the actual longitudinal vehicle speed, the actual lateral vehicle speed, the actual vertical vehicle speed, the actual yaw angular velocity, the actual roll angle, the actual pitch angle, the ideal vertical vehicle speed, the ideal roll angle, and the ideal pitch angle. The sixth control unit 7022 can determine the adjustable damping force of each wheel shock absorber according to the ideal vertical force, the ideal roll resistance moment, and the ideal pitch resistance moment.

[0251] It should be noted that the specific implementation method of determining the adjustable damping force of each shock absorber through the vertical control module 702 can refer to the above S204 - S205. It will not be elaborated here.

[0252] The above mainly introduced the solution provided by the embodiments of the present application from the perspective of methods. To implement the above functions, the vehicle control device or electronic device includes the corresponding hardware structures and / or software modules for executing each function. Those skilled in the art should easily realize that, in combination with the units and algorithm steps of each example described in the embodiments disclosed in this article, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a certain function is executed in the way of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present application.

[0253] According to the above method, the embodiments of the present application can exemplarily divide the functional modules of the vehicle control device or electronic device. For example, the vehicle control device or electronic device may include each functional module corresponding to each function division, or two or more functions may be integrated into one processing module. The above integrated module can be implemented in the form of hardware or in the form of a software functional module. It should be noted that the division of modules in the embodiments of the present application is illustrative, only a logical function division, and there may be other division methods in actual implementation.

[0254] Figure 6 is a block diagram of a vehicle control device shown according to an exemplary embodiment. Refer to Figure 6 , the vehicle control device includes: an acquisition unit 801 and a determination unit 802.

[0255] In a possible implementation manner, the acquisition unit 801 is configured to acquire the driving operation information of the driver and the driving state information of the vehicle.

[0256] In a possible implementation manner, the determination unit 802 is configured to determine the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle based on the driving operation information and the driving state information.

[0257] In a possible implementation manner, the determination unit 802 is further configured to determine the control parameters of each wheel of the vehicle based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle.

[0258] In a possible implementation manner, the determination unit 802 is further configured to determine the ideal vertical force of the whole vehicle, the ideal roll resistance moment of the whole vehicle, and the ideal pitch resistance moment of the whole vehicle based on the driving state information.

[0259] In a possible implementation manner, the determining unit 802 is further configured to determine the control parameters of the vehicle's suspension system based on the ideal vertical force of the whole vehicle, the ideal roll resistance moment of the whole vehicle, and the ideal pitch resistance moment of the whole vehicle.

[0260] In a possible implementation manner, the determining unit 802 is specifically configured to: determine the expected vehicle motion state parameters based on the driving operation information, the front wheel steering angle, and the actual longitudinal vehicle speed. Determine the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle based on the actual vehicle motion state parameters, the expected vehicle motion state parameters, and the three-degree-of-freedom vehicle dynamics model of the vehicle.

[0261] In a possible implementation manner, the determining unit 802 is specifically configured to: determine the ideal longitudinal vehicle speed based on the driving operation information and the actual longitudinal vehicle speed. Determine the ideal lateral vehicle speed and the ideal yaw angular velocity based on the front wheel steering angle and the two-degree-of-freedom vehicle dynamics model of the vehicle.

[0262] In a possible implementation manner, the determining unit 802 is specifically configured to: convert the three-degree-of-freedom vehicle dynamics model into a vehicle motion state parameter prediction model, and construct an objective function of the vehicle motion state parameter prediction model. Solve the objective function of the vehicle motion state parameter prediction model based on the actual vehicle motion state parameters, the expected vehicle motion state parameters, and the vehicle motion state parameter prediction model, to obtain the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle.

[0263] In a possible implementation manner, the determining unit 802 is specifically configured to: solve the objective function of the vehicle motion state parameter prediction model based on the actual vehicle motion state parameters, the expected vehicle motion state parameters, and the vehicle motion state parameter prediction model, to obtain the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle that satisfy the first constraint condition.

[0264] In a possible implementation manner, the determining unit 802 is specifically configured to: determine the longitudinal force and the lateral force of each wheel of the vehicle based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle. Determine the driving torque and the yaw moment of each wheel respectively based on the longitudinal force of each wheel. Determine the steering angle of each wheel respectively based on the lateral force of each wheel.

[0265] In a possible implementation manner, the determining unit 802 is specifically configured to: construct a wheel stability margin objective function, where the wheel stability margin objective function is the weighted sum of the variance and the mean of the load rate of each wheel. Solve the wheel stability margin objective function based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle, to determine the longitudinal force and the lateral force of each wheel of the vehicle.

[0266] In a possible implementation manner, the determining unit 802 is specifically configured to: solve the wheel stability margin objective function based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle, and determine the longitudinal force and lateral force of each wheel that satisfy the second constraint condition.

[0267] In a possible implementation manner, the determining unit 802 is specifically configured to: construct a seven-degree-of-freedom whole-vehicle dynamics model based on the driving state information. Construct a sliding mode surface for vertical motion, a sliding mode surface for roll motion, a sliding mode surface for pitch motion, and a reaching law. Based on the seven-degree-of-freedom whole-vehicle dynamics model, the sliding mode surface for vertical motion, the sliding mode surface for roll motion, the sliding mode surface for pitch motion, and the reaching law, determine the ideal vertical force of the whole vehicle, the ideal anti-roll moment of the whole vehicle, and the ideal anti-pitch moment of the whole vehicle.

[0268] In a possible implementation manner, the determining unit 802 is specifically configured to: determine the damping force of each shock absorber of the vehicle's suspension system based on the constraint relation matrix, the ideal vertical force of the whole vehicle, the ideal anti-roll moment of the whole vehicle, and the ideal anti-pitch moment of the whole vehicle.

[0269] Regarding the device in the above embodiments, the specific manners in which each module performs operations have been described in detail in the embodiments related to the method, and will not be elaborated here.

[0270] Figure 7 is a block diagram of an electronic device shown according to an exemplary embodiment. As Figure 7 shown, the electronic device includes, but is not limited to: a processor 901 and a memory 902.

[0271] Among them, the above-mentioned memory 902 is used to store the executable instructions of the above-mentioned processor 901. It can be understood that the above-mentioned processor 901 is configured to execute instructions to implement the vehicle control method in the above embodiments.

[0272] It should be noted that those skilled in the art can understand that Figure 7 the structure of the electronic device shown in Figure 7 does not constitute a limitation on the electronic device, and the electronic device may include more or fewer components than

[0273] The processor 901 is the control center of the electronic device, connecting various parts of the entire electronic device through various interfaces and circuits. By running or executing software programs and / or modules stored in the memory 902, as well as calling data stored in the memory 902, it executes various functions of the electronic device and processes data, thereby monitoring the electronic device as a whole. The processor 901 may include one or more processing units. Optionally, the processor 901 may integrate an application processor and a modem processor. Among them, the application processor mainly processes the operating system, user interface, application programs, etc., and the modem processor mainly processes wireless communication. It can be understood that the above-mentioned modem processor may not be integrated into the processor 901 either.

[0274] The memory 902 can be used to store software programs and various data. The memory 902 mainly includes a program storage area and a data storage area. Among them, the program storage area can store the operating system, application programs required by at least one functional module (such as a determination unit, a processing unit, etc.), etc. In addition, the memory 902 may include high-speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, or other non-volatile solid-state storage devices.

[0275] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as the memory 902 including instructions. The above instructions can be executed by the processor 901 of the electronic device to implement the method in the above embodiment.

[0276] In actual implementation, Figure 6 the functions of the acquisition unit 801 and the determination unit 802 in Figure 7 can both be implemented by the processor 901 in

[0277] calling the computer program stored in the memory 902. The specific execution process can refer to the description of the method part in the above embodiment, and will not be elaborated here.

[0278] In an exemplary embodiment, the embodiment of the present application also provides a computer program product including one or more instructions. The one or more instructions can be executed by the processor 901 of the electronic device to complete the method in the above embodiment.

[0279] It should be noted that when one or more instructions in the above computer-readable storage medium or in the computer program product are executed by the processor of the electronic device, the various processes of the above method embodiments are implemented, and the same technical effects as the above method can be achieved. To avoid repetition, it will not be elaborated here.

[0280] Through the description of the above embodiments, those skilled in the art can clearly understand that for the convenience and brevity of description, only the above division of each functional module is used as an example. In actual applications, the above functions can be allocated to different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0281] In several embodiments provided in the present application, it should be understood that the disclosed device and method can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the displayed or discussed mutual coupling or direct coupling or communication connection can be through some interfaces. The indirect coupling or communication connection of the device or unit can be in electrical, mechanical or other forms.

[0282] The unit described as a separated component may or may not be physically separated, and the component displayed as a unit may be a physical unit or multiple physical units, that is, it may be located in one place, or may be distributed to multiple different places. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0283] In addition, each functional unit in the various embodiments of the present application can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit. The above integrated unit can be implemented in the form of hardware or in the form of a software functional unit.

[0284] When 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 readable storage medium. Based on this understanding, the technical solution of the embodiments of the present application, in essence, or the part that contributes to the prior art, or all or part of this technical solution can be embodied in the form of a software product. The software product is stored in a storage medium and includes several instructions for causing a device (which can be a single-chip microcomputer, a chip, etc.) or a processor to execute all or part of the steps of the methods of the various embodiments of the present application. The foregoing storage medium includes: various media such as USB flash drives, mobile hard disks, ROM, RAM, magnetic disks, or optical discs that can store program codes.

[0285] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions within the technical scope disclosed in the present application should be covered within the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: Obtaining the driver's driving control information and the vehicle's driving status information; Based on the driving control information and the driving state information, determining an ideal total longitudinal force of the whole vehicle, an ideal total lateral force of the whole vehicle, and an ideal total yaw moment of the whole vehicle; Determining control parameters of each wheel of the vehicle based on the ideal total longitudinal force of the vehicle, the ideal total lateral force of the vehicle, and the ideal total yaw moment of the vehicle; Based on the driving state information, determining an ideal vertical force of the whole vehicle, an ideal anti-roll moment of the whole vehicle, and an ideal anti-pitch moment of the whole vehicle; Based on the ideal vertical force of the whole vehicle, the ideal anti-roll moment of the whole vehicle and the ideal anti-pitch moment of the whole vehicle, control parameters of the suspension system of the vehicle are determined.

2. The method according to claim 1, characterized in that The driving state information at least includes actual vehicle motion state parameters and front wheel steering angles, wherein the actual vehicle motion state parameters include actual longitudinal vehicle speed, actual lateral vehicle speed and actual yaw angular velocity; The determining, based on the driving control information and the driving state information, an ideal total longitudinal force of the whole vehicle, an ideal total lateral force of the whole vehicle, and an ideal total yaw moment of the whole vehicle comprises: Determining desired vehicle motion state parameters based on the driving control information, the front wheel steering angle, and the actual longitudinal vehicle speed, the desired vehicle motion state parameters including an ideal longitudinal vehicle speed, an ideal lateral vehicle speed, and an ideal yaw rate; Based on the actual vehicle motion state parameters, the expected vehicle motion state parameters and the three-degree-of-freedom vehicle dynamics model of the vehicle, the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle and the ideal total yaw moment of the whole vehicle are determined.

3. The method according to claim 2, characterized in that The determining of the expected vehicle motion state parameters based on the driving control information, the front wheel steering angle and the actual longitudinal vehicle speed includes: Determining the ideal longitudinal vehicle speed based on the driving control information and the actual longitudinal vehicle speed; The ideal lateral vehicle speed and the ideal yaw rate are determined based on the front wheel steering angle and a two-degree-of-freedom vehicle dynamics model of the vehicle.

4. The method according to claim 2, characterized in that: The determining the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle and the ideal total yaw moment of the whole vehicle based on the actual vehicle motion state parameter, the expected vehicle motion state parameter and the three-degree-of-freedom vehicle dynamics model of the vehicle comprises: The three-degree-of-freedom vehicle dynamics model is converted into a vehicle motion state parameter prediction model, and an objective function of the vehicle motion state parameter prediction model is constructed; wherein the state quantity of the vehicle motion state parameter prediction model is the vehicle motion state parameter, and the control quantity of the vehicle motion state parameter prediction model includes the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle, and the ideal total yaw moment of the whole vehicle; Based on the actual vehicle motion state parameters, the expected vehicle motion state parameters and the vehicle motion state parameter prediction model, the objective function of the vehicle motion state parameter prediction model is solved to obtain the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle and the ideal total yaw moment of the whole vehicle.

5. The method according to claim 4, characterized in that The method of solving the objective function of the vehicle motion state parameter prediction model based on the actual vehicle motion state parameter, the expected vehicle motion state parameter and the vehicle motion state parameter prediction model to obtain the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle and the ideal total yaw moment of the whole vehicle includes: Based on the actual vehicle motion state parameters, the expected vehicle motion state parameters and the vehicle motion state parameter prediction model, solving the objective function of the vehicle motion state parameter prediction model to obtain the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle and the ideal total yaw moment of the whole vehicle that meet the first constraint condition; Among them, the first constraint condition is used to constrain the ideal total longitudinal force of the whole vehicle to be less than or equal to the maximum friction of the road surface, the ideal total lateral force of the whole vehicle to be less than or equal to the maximum friction of the road surface, and the ideal total yaw moment of the whole vehicle to be less than or equal to the maximum yaw moment supported by the road surface.

6. The method according to claim 4, characterized in that The objective function of the vehicle motion state parameter prediction model includes at least a first objective sub-function, a second objective sub-function and a third objective sub-function; wherein the first objective sub-function is used to characterize the difference between the predicted vehicle motion state parameters and the ideal vehicle motion state parameters; the second objective sub-function is used to characterize the difference in the control quantity at two adjacent moments; and the third objective sub-function is used to characterize the difference in the rate of change of the control quantity at two adjacent moments.

7. The method according to claim 1, characterized in that The control parameters of the wheel include driving torque, braking torque and wheel angle.

8. The method according to claim 7, characterized in that The determining of the control parameters of each wheel of the vehicle based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle and the ideal total yaw moment of the whole vehicle comprises: Determining the longitudinal force and the lateral force of each wheel of the vehicle based on the ideal total longitudinal force of the vehicle, the ideal total lateral force of the vehicle and the ideal total yaw moment of the vehicle; Based on the longitudinal force of each wheel, respectively determine the driving torque and yaw torque of each wheel; Based on the lateral force of each of the wheels, the steering angle of each of the wheels is determined respectively.

9. The method according to claim 8, characterized in that The determining of the longitudinal force and the lateral force of each wheel of the vehicle based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle and the ideal total yaw moment of the whole vehicle comprises: Constructing a wheel stability margin objective function, wherein the wheel stability margin objective function is a weighted sum of the variance and the mean of the load factor of each wheel; Based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle and the ideal total yaw moment of the whole vehicle, the wheel stability margin objective function is solved to determine the longitudinal force and lateral force of each wheel of the vehicle.

10. The method according to claim 9, characterized in that The step of solving the wheel stability margin objective function based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle and the ideal total yaw moment of the whole vehicle to determine the longitudinal force and lateral force of each wheel of the vehicle includes: Solving the wheel stability margin objective function based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle and the ideal total yaw moment of the whole vehicle to determine the longitudinal force and lateral force of each wheel that satisfies the second constraint condition; The second constraint condition includes at least one of the following: The sum of the longitudinal forces of the wheels is less than or equal to the ideal total longitudinal force of the whole vehicle; The sum of the lateral forces of the wheels is less than or equal to the ideal total lateral force of the whole vehicle; The yaw moment determined based on the longitudinal force and the lateral force of each wheel is less than or equal to the ideal total yaw moment of the whole vehicle; The longitudinal force of each wheel satisfies the torque limitation condition of the drive motor; The lateral force of each wheel does not exceed the maximum lateral force supported by each wheel; The maximum yaw moment that can be provided by each of the wheels is less than or equal to a moment limit condition determined based on the road adhesion coefficient and vehicle information; The relationship between the longitudinal force, lateral force and vertical force of each wheel satisfies the friction circle condition.

11. The method according to claim 1, characterized in that: Determining the ideal vertical force of the whole vehicle, the ideal anti-roll moment of the whole vehicle, and the ideal anti-pitch moment of the whole vehicle based on the driving state information includes: Constructing a seven-degree-of-freedom vehicle dynamics model based on the driving state information; Construct the sliding surface of vertical motion, the sliding surface of roll motion, the sliding surface of pitch motion and the reaching law; Based on the seven-degree-of-freedom vehicle dynamics model, the sliding surface of vertical motion, the sliding surface of roll motion, the sliding surface of pitch motion and the reaching law, the ideal vertical force of the vehicle, the ideal anti-roll moment of the vehicle and the ideal anti-pitch moment of the vehicle are determined.

12. The method according to claim 1, characterized in that The control parameters of the suspension system of the vehicle include the damping force of each shock absorber of the suspension system of the vehicle.

13. The method according to claim 12, characterized in that The determining of control parameters of the suspension system of the vehicle based on the ideal vertical force of the whole vehicle, the ideal anti-roll moment of the whole vehicle and the ideal anti-pitch moment of the whole vehicle comprises: Based on the constraint relationship matrix, the ideal vertical force of the whole vehicle, the ideal anti-roll moment of the whole vehicle and the ideal anti-pitch moment of the whole vehicle, the damping force of each shock absorber of the suspension system of the vehicle is determined; wherein the constraint relationship matrix is ​​used to characterize the constraint relationship between the damping force of each shock absorber and the ideal vertical force of the whole vehicle, the constraint relationship between the damping force of each shock absorber and the ideal anti-roll moment of the whole vehicle, and the constraint relationship between the damping force of each shock absorber and the ideal anti-pitch moment of the whole vehicle.

14. The method according to claim 13, characterized in that The constraint relationship between the damping force of each shock absorber and the ideal vertical force of the whole vehicle includes: the sum of the damping forces of each shock absorber is equal to the ideal vertical force of the whole vehicle.

15. The method according to claim 13, characterized in that The constraint relationship between the damping force of each shock absorber and the ideal anti-roll moment of the whole vehicle includes: the anti-roll moment determined based on the front axle track, the rear axle track and the damping force of each shock absorber is equal to the ideal anti-roll moment of the whole vehicle.

16. The method according to claim 13, characterized in that The constraint relationship between the damping force of each shock absorber and the ideal anti-pitch moment of the whole vehicle includes: the anti-pitch moment determined based on the distance from the center of mass to the front axle, the distance from the center of mass to the rear axle and the damping force of each shock absorber is equal to the ideal anti-pitch moment of the whole vehicle.

17. A vehicle control device, characterized in that: include: Get unit and determine unit; The acquisition unit is used to acquire the driving control information of the driver and the driving state information of the vehicle; The determination unit is used to determine the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle and the ideal total yaw moment of the whole vehicle based on the driving control information and the driving state information; The determination unit is further used to determine the control parameters of each wheel of the vehicle based on the ideal total longitudinal force of the whole vehicle, the ideal total lateral force of the whole vehicle and the ideal total yaw moment of the whole vehicle; The determination unit is further configured to determine, based on the driving state information, an ideal vertical force of the entire vehicle, an ideal anti-roll moment of the entire vehicle, and an ideal anti-pitch moment of the entire vehicle; The determination unit is further used to determine control parameters of the suspension system of the vehicle based on the ideal vertical force of the whole vehicle, the ideal anti-roll moment of the whole vehicle, and the ideal anti-pitch moment of the whole vehicle.

18. A vehicle, characterized in that: include: processor; a memory for storing instructions executable by the processor; The processor is configured to execute the instructions to implement the method according to any one of claims 1 to 16.

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