Vehicle control method and system, control equipment and storage medium

Abstract

The invention relates to a vehicle control method and system, control equipment and a storage medium, and the method comprises the steps: determining target control parameters for controlling the stability of yaw motion of a vehicle according to driving parameters of the vehicle, the target control parameters comprise a first control parameter corresponding to a suspension in the vehicle and a second control parameter corresponding to a dynamic control system in the vehicle; the vehicle is controlled on the basis of the target control parameters, suspension control and dynamic control system control are combined, and the situation that the suspension of the vehicle and a dynamic control system control the yaw motion of the vehicle at the same time is considered, so that the stability of the yaw motion of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of intelligent driving technology, and particularly to a vehicle control method, system, control device, and storage medium. Background Art

[0002] Currently, with the development of intelligent technology and vehicle control technology, people have higher and higher requirements for vehicle driving safety. In related technologies, usually when the vehicle is unstable, the braking force of the vehicle wheels is adjusted to control the lateral motion stability of the vehicle. However, this vehicle stability control method is difficult to solve other unstable states existing during the lateral motion of the vehicle and cannot effectively control the unstable state of the vehicle. Summary of the Invention

[0003] Embodiments of this application provide a vehicle control method, system, control device, and storage medium, which effectively solve the problem of poor control effect of the lateral motion stability of the vehicle, improve the lateral motion stability and driving safety of the vehicle, and at least partially solve the above technical problems.

[0004] To achieve the above object, according to the first aspect of this application, a vehicle control method is provided, and the method includes:

[0005] Determine a target control parameter for controlling the lateral motion stability of the vehicle according to the driving parameters of the vehicle, where the target control parameter includes a first control parameter corresponding to the suspension in the vehicle and a second control parameter corresponding to the dynamic control system in the vehicle;

[0006] Control the vehicle based on the target control parameter.

[0007] According to the second aspect of this application, a vehicle control system is provided, and the system includes:

[0008] A target domain controller; the target domain controller is used for the above vehicle control method.

[0009] According to the third aspect of this application, a computer-readable storage medium is provided, on which a computer program is stored, and when the computer program is executed by a processor, the above vehicle control method is implemented.

[0010] According to the fourth aspect of this application, a computer program product is provided, including a computer program, and when the computer program is executed by a processor, the above vehicle control method is implemented.

[0011] According to the fifth aspect of this application, a control device is provided, including: a memory on which a computer program is stored; a processor for executing the computer program in the memory to implement the above vehicle control method.

[0012] According to a sixth aspect of the present application, a vehicle is provided, including the above control device.

[0013] In the vehicle control method, system, storage medium, program product and vehicle according to the embodiments of the present application, by determining target control parameters for controlling the yaw motion stability of the vehicle based on the driving parameters of the vehicle, the target control parameters include a first control parameter corresponding to a suspension in the vehicle and a second control parameter corresponding to a dynamic control system in the vehicle; and controlling the vehicle based on the target control parameters. Since the suspension control and the dynamic control system control are combined, and the simultaneous control of the yaw motion of the vehicle by the suspension and the dynamic control system is considered, the yaw motion stability of the vehicle is improved.

[0014] Other features and advantages of the present application will be described in detail in the subsequent specific implementation section. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application, and those skilled in the art can obtain other drawings without creative efforts based on these drawings.

[0016] In order to more fully understand the present application and its beneficial effects, the following will be described in conjunction with the drawings, where the same reference numerals in the following description represent the same parts.

[0017] Figure 1 is a flowchart of a vehicle control method provided in some embodiments of the present application;

[0018] Figure 2 is a schematic structural diagram of a control system provided in some embodiments of the present application;

[0019] Figure 3 is a schematic diagram of signal interaction of a control system provided in some embodiments of the present application;

[0020] Figure 4 is a schematic structural diagram of a control algorithm model corresponding to a control system provided in some embodiments of the present application;

[0021] Figure 5 is a flowchart of a vehicle control process provided in some embodiments of the present application;

[0022] Figure 6 is a schematic structural diagram of a vehicle control system provided in some embodiments of the present application;

[0023] Figure 7 is a schematic structural diagram of a control device provided in some embodiments of the present application;

[0024] Figure 8 This is a schematic diagram of a vehicle provided in some embodiments of the present application. Detailed implementation manners

[0025] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative efforts belong to the protection scope of the present application.

[0026] In the description of the present application, the terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more features. In the description of the present application, "a plurality of" means two or more, unless otherwise specifically defined.

[0027] In the description of the present application, the term "for example" is used to mean "serving as an example, illustration, or explanation". Any embodiment described as "for example" in the present application is not necessarily construed as being more preferred or having more advantages than other embodiments. In order for any person skilled in the art to implement and use the present invention, the following description is given. In the following description, details are set forth for purposes of explanation. It should be understood that those of ordinary skill in the art can recognize that the present invention can be implemented without using these specific details. In other instances, well-known structures and processes are not described in detail to avoid unnecessary details from obscuring the description of the present invention. Therefore, the present invention is not intended to be limited to the embodiments shown, but is to be accorded the widest scope consistent with the principles and features disclosed in the present application.

[0028] In the related art, the yaw motion is usually controlled according to the Vehicle Dynamics Control (VDC). However, this vehicle stability control method is difficult to solve other unstable states existing during the yaw motion of the vehicle, such as vehicle roll and pitch motions, and cannot effectively control the unstable states of the vehicle.

[0029] To solve the above problems, an embodiment of the present application provides a vehicle control method. By determining a target control parameter for controlling the yaw motion stability of the vehicle according to the driving parameters of the vehicle, the target control parameter includes a first control parameter corresponding to the suspension in the vehicle and a second control parameter corresponding to the dynamic control system in the vehicle; and controlling the vehicle based on the target control parameter. Since it combines suspension control and dynamic control system control, and considers the simultaneous control of the vehicle's suspension and dynamic control system on the yaw motion of the vehicle, the yaw motion stability of the vehicle is improved.

[0030] Please refer to Figure 1 , a vehicle control method is provided, and this method is applied to a control device. Among them, the control device can be a terminal device or a server. The method includes:

[0031] Step S101, determine a target control parameter for controlling the yaw motion stability of the vehicle according to the driving parameters of the vehicle, where the target control parameter includes a first control parameter corresponding to the suspension in the vehicle and a second control parameter corresponding to the dynamic control system in the vehicle.

[0032] Among them, the driving parameters are physical quantities during the vehicle's driving, such as vehicle speed, acceleration, yaw angular velocity, etc. The driving parameter status signals of the vehicle can be collected through vehicle sensors such as wheel speed sensors and acceleration sensors, and the real-time driving parameters can be obtained from the collected driving parameter status signals, so as to subsequently analyze the vehicle's real-time driving state based on the driving parameters, such as: in a steady state, non-steady state, and the non-steady state can be understeer, oversteer, rollover, etc.

[0033] The target control parameter is a control parameter used to adjust the yaw motion of the vehicle and ensure the vehicle's stability under various driving conditions, including the first control parameter of the suspension and the second control parameter of the VDC, that is, the first control parameter is the suspension control parameter, and the second control parameter is the VDC control parameter.

[0034] The first control parameter among them involves the adjustment of the vehicle's suspension, which is used to adjust the roll and vertical motion of the vehicle, improve handling stability and comfort. For example, it can be suspension damping, and the first control parameter is used to adjust the vehicle's yaw motion in terms of roll and load transfer.

[0035] The second control parameter among them involves the adjustment of the vehicle's VDC, which is used to adjust the yaw angular velocity and sideslip angle of the vehicle to ensure the vehicle's stability under various driving conditions. For example, it can be motor torque, and the second control parameter is used to improve the vehicle's lateral stability during the vehicle's yaw motion.

[0036] Specifically, the control device determines the driving state of the vehicle according to the driving parameters of the vehicle, and determines the first control parameter of the suspension for controlling the yaw motion stability of the vehicle and the second control parameter of the VDC according to the driving state in combination with the driving parameters of the vehicle, so as to obtain the target control parameter. It can be understood that in this embodiment, by determining the first control parameter of the suspension for controlling the yaw motion stability of the vehicle and the second control parameter of the VDC, since the potential influence of the suspension on the VDC control of the yaw motion during roll control is considered, the accuracy of the target control parameter is ensured, so that subsequently based on the target control parameter, the suspension and the dynamic control system of the vehicle can simultaneously control the yaw motion of the vehicle, thereby improving the yaw motion stability of the vehicle.

[0037] In some embodiments, the method further includes: when the driving parameter state signal of the vehicle meets the preset normal state condition, determining the target control parameter for controlling the yaw motion stability of the vehicle according to the driving parameters of the vehicle.

[0038] Wherein, the driving parameter state signal is a signal corresponding to the driving parameter, and the valid bit of the corresponding signal is used to identify and judge whether the signal sent by the steering system of the current vehicle is normal and whether the function can be triggered normally.

[0039] The preset normal state condition is a condition preset for judging whether the driving parameter state signal is normal, and is used to judge whether the current driving parameter state signal meets the suspension enabling condition and the VDC enabling condition. If all the driving parameter state signals are normal, the suspension enabling and VDC enabling flags are 0x1 (enabled), that is, it meets the preset normal state condition. If any driving parameter state signal is abnormal, the suspension enabling and VDC enabling flags are 0x0 (disabled), that is, it does not meet the preset normal state condition.

[0040] Specifically, when the driving parameter state signal of the vehicle meets the preset normal state condition, it indicates that the driving parameter state signal is in a normal state. In this embodiment, when the driving parameter state signal of the vehicle meets the preset normal state condition, determining the target control parameter for controlling the yaw motion stability of the vehicle according to the driving parameters of the vehicle can ensure that the target control parameter is determined under the normal state of the sensor signal transceiver of the vehicle, ensure the effectiveness of the target control parameter, and avoid the abnormal driving parameter state signal from affecting the function control effect of the vehicle.

[0041] In some embodiments, the method further includes: when the state signal of the vehicle does not meet the preset normal state condition, determining the target control parameter as the preset control parameter.

[0042] Among them, the preset control parameter is a basic control parameter preset for controlling the vehicle yaw motion stability. For example, it can be the basic control parameter of the suspension, such as the basic damping of the suspension shock absorber, or the basic control parameter of the VDC. For example, the basic torque of the motor, the basic hydraulic pressure of the wheel cylinder, etc.

[0043] Specifically, when the driving parameter state signal of the vehicle does not meet the preset normal state condition, it indicates that the driving parameter state signal is in an abnormal state. In order to avoid the influence of the abnormal driving parameter state signal on the vehicle function control effect, therefore, the target control parameter is determined as the preset control parameter to improve the accuracy of the target control parameter.

[0044] In some embodiments, determining the target control parameter for controlling the yaw motion stability of the vehicle according to the driving parameters of the vehicle includes: detecting whether the vehicle meets the preset dynamic control system activation condition according to the driving parameters of the vehicle to obtain a detection result; determining the target control parameter of the vehicle according to the detection result and the driving parameters of the vehicle.

[0045] Among them, the preset dynamic control system activation condition is the VDC control activation condition preset in advance. The detection result is divided into meeting the preset dynamic control system activation condition and not meeting the preset dynamic control system activation condition. When the detection result meets the preset dynamic control system activation condition, it indicates that the current state of the vehicle is in an unstable state, and it is necessary to activate the VDC control function to control the yaw motion stability, that is, to determine the target control parameter by activating the VDC control function; when the detection result does not meet the preset dynamic control system activation condition, it indicates that the current state of the vehicle is in a stable state, and there is no need to activate the VDC control function.

[0046] Specifically, the control device detects whether the vehicle meets the preset dynamic control system activation condition according to the driving parameters of the vehicle to obtain a detection result, and determines the target control parameter of the vehicle according to the detection result and the driving parameters of the vehicle. It can be understood that in this embodiment, the target control parameter of the vehicle is determined by combining the detection result of whether the vehicle meets the preset dynamic control system activation condition and the driving parameters, that is, by combining the current state of the vehicle and the driving parameters to determine the target control parameter, which can improve the accuracy of the target control parameter.

[0047] In some embodiments, detecting whether the vehicle meets the preset dynamic control system activation condition according to the driving parameters of the vehicle to obtain a detection result includes: determining the corresponding reference driving parameter according to the driving parameters of the vehicle; detecting whether the vehicle meets the preset dynamic control system activation condition according to the driving parameters of the vehicle and the reference driving parameter to obtain a detection result.

[0048] Among them, the reference driving parameters are used to evaluate whether the actual driving state of the vehicle deviates from the ideal stable state. For example, the reference driving parameters can be the reference vehicle speed, the reference yaw rate, the reference sideslip angle of the center of mass, etc.

[0049] Specifically, the corresponding reference driving parameters can be determined according to the driving parameters of the vehicle, the driving parameters of the vehicle and the reference driving parameters can be compared, whether the vehicle meets the preset dynamic control system activation condition can be detected, and a detection result can be obtained, so as to be able to detect the current state of the vehicle in real time, so that subsequent corresponding target control parameters can be determined based on the detection result to effectively control the yaw motion stability of the vehicle.

[0050] In some embodiments, the driving parameter includes the yaw rate, and the reference driving parameter corresponding to the yaw rate includes the reference yaw rate; determining the corresponding reference driving parameter according to the driving parameter of the vehicle includes: using a vehicle dynamics model to determine the reference yaw rate.

[0051] Among them, the vehicle dynamics model can be a two-degree-of-freedom vehicle model.

[0052] Specifically, the reference yaw rate can be determined according to the equation of the two-degree-of-freedom vehicle model.

[0053] In some embodiments, detecting whether the vehicle meets the preset dynamic control system activation condition according to the driving parameter of the vehicle and the reference driving parameter, and obtaining a detection result includes: when the absolute value of the difference between the yaw rate and the reference yaw rate is greater than a preset difference, determining that the vehicle meets the preset dynamic control system activation condition.

[0054] Among them, the preset difference is a critical value of the absolute value of the difference between the yaw rate and the reference yaw rate that is preset for measuring whether the vehicle needs to activate the VDC control function.

[0055] Specifically, when the absolute value of the difference between the yaw rate and the reference yaw rate is greater than the preset difference, it indicates that the yaw rate of the vehicle deviates greatly from the reference yaw rate, then it is determined that the vehicle is in an unstable state, and it is determined that the vehicle meets the preset dynamic control system activation condition.

[0056] In some embodiments, determining the target control parameter of the vehicle according to the detection result and the driving parameter of the vehicle includes: when the detection result is that the vehicle does not meet the dynamic control system activation condition, determining the target control parameter as a preset control parameter.

[0057] Specifically, when the detection result indicates that the vehicle does not meet the activation conditions of the dynamic control system, it shows that the current state of the vehicle is a non-unstable state, and there is no need to activate the VDC control function. It can be determined that the target control parameter is the preset control parameter, and the vehicle is controlled according to the preset control parameter to ensure normal driving of the vehicle.

[0058] In some embodiments, determining the target control parameter of the vehicle according to the detection result and the driving parameters of the vehicle includes: when the detection result is that the vehicle meets the activation conditions of the dynamic control system, determining the target control parameter of the vehicle according to the driving parameters of the vehicle.

[0059] Specifically, when the detection result is that the vehicle meets the activation conditions of the dynamic control system, it indicates that the vehicle is currently in an unstable state. Therefore, the target control parameter of the vehicle is determined according to the driving parameters of the vehicle.

[0060] In some embodiments, determining the target control parameter of the vehicle according to the driving parameters of the vehicle includes: determining the target control parameter of the vehicle according to the driving parameters of the vehicle and the reference driving parameters corresponding to the driving parameters.

[0061] Wherein, in some embodiments, the driving parameters include yaw rate and sideslip angle of the center of mass, and the reference driving parameters include the reference yaw rate corresponding to the yaw rate and the reference sideslip angle of the center of mass corresponding to the sideslip angle of the center of mass.

[0062] Specifically, the target control parameter of the vehicle can be determined according to the yaw rate of the vehicle and the reference yaw rate, and the sideslip angle of the center of mass and the reference sideslip angle of the center of mass. It can be understood that since the yaw rate and the sideslip angle of the center of mass can reflect the driving state of the vehicle, and the reference yaw rate and the reference sideslip angle of the center of mass provide a basis for ensuring the control stability of the vehicle's yaw motion, therefore, the target control parameter of the vehicle is determined according to the yaw rate of the vehicle and the reference yaw rate, and the sideslip angle of the center of mass and the reference sideslip angle of the center of mass, so as to improve the accuracy of the target control parameter.

[0063] In some embodiments, the determining the target control parameter of the vehicle according to the driving parameters of the vehicle and the reference driving parameters corresponding to the driving parameters includes: determining the first control parameter according to the first difference between the yaw rate and the reference yaw rate; determining the second control parameter according to the first difference, the second difference between the sideslip angle of the center of mass and the reference sideslip angle of the center of mass.

[0064] Wherein, the first difference is the difference between the yaw rate and the reference yaw rate, and the second difference is the difference between the sideslip angle of the center of mass and the reference sideslip angle of the center of mass.

[0065] Specifically, a first control parameter is determined according to the first difference, and a second control parameter is determined according to the first difference and the second difference. It can be understood that since the first difference and the second difference can reflect the deviation direction and degree between the current state of the vehicle and the ideal stable state, therefore, determining the first control parameter and the second control parameter according to the first difference and the second difference can improve the accuracy of the first control parameter and the second control parameter.

[0066] In some embodiments, the step of determining the first control parameter includes: when the absolute value of the first difference between the yaw rate and the reference yaw rate meets a preset suspension activation condition, determining the first control parameter according to the first difference.

[0067] Among them, in some embodiments, the preset suspension activation condition includes that the absolute value of the first difference between the yaw rate and the reference yaw rate is greater than a first preset difference. The first preset difference is a critical value of the absolute value of the difference between the yaw rate and the reference yaw rate preset for whether the vehicle needs to activate the suspension control function.

[0068] Specifically, when the absolute value of the first difference between the yaw rate and the reference yaw rate is greater than the first preset difference, it indicates that the deviation degree between the yaw rate of the vehicle and the reference yaw rate is relatively large, such as understeer or oversteer of the vehicle. Therefore, the suspension control function is activated, and the first control parameter of the suspension is determined according to the first difference, so as to improve the yaw motion stability of the vehicle through suspension control according to the first control parameter.

[0069] In some embodiments, the first control parameter includes suspension damping, and the suspension damping includes a first damping of the front suspension of the vehicle and a second damping of the rear suspension of the vehicle; determining the first control parameter according to the first difference includes: determining the first damping according to the first difference by using a preset damping adjustment method; determining the second damping according to the first difference and a third preset difference.

[0070] Among them, the third preset difference is a difference threshold preset for judging whether the deviation degree between the yaw rate of the vehicle and the reference yaw rate is too large.

[0071] Among them, in some embodiments, the preset damping adjustment method includes a PID adjustment method or a preset first difference-damping mapping table.

[0072] PID adjustment is a classic control method, which adjusts the output of the system through three parameters: proportional (P), integral (I), and derivative (D). The first damping can be determined by performing proportional (P), integral (I), and derivative (D) control respectively according to the first difference of the vehicle.

[0073] The preset first difference and damping mapping table can be created by establishing a preset mapping table that directly maps the first difference to the damping of the suspension. In this way, according to the first difference, the corresponding damping can be found from the mapping table to obtain the first damping.

[0074] Specifically, the instability condition of the vehicle can be judged according to the first difference, and then the first damping can be determined by using a preset damping adjustment method. According to the first difference and the third preset difference, the second damping can be determined, and the vehicle can be controlled according to the first damping and the second damping to ensure the stability of the yaw motion of the vehicle.

[0075] In a specific embodiment, the instability condition of the vehicle is judged according to the first difference. When the first difference is positive, it indicates that the vehicle is oversteering. In this case, the suspension damping of the front suspension is increased, and the suspension damping of the rear suspension is decreased. In this way, the load transfer amount between the left and right wheels of the front axle during transient cornering can be increased, and the load transfer amount between the left and right wheels of the rear axle can be decreased. When the load transfer amount of the front axle increases, the equivalent cornering stiffness of the front axle decreases, and the cornering angle of the front axle increases. When the load transfer amount of the rear axle decreases, the equivalent cornering stiffness of the rear axle increases, and the cornering angle of the rear axle decreases. In this way, the understeer of the vehicle is increased, the vehicle is prevented from oversteering, and the stability of the yaw motion of the vehicle is improved.

[0076] The instability condition of the vehicle is judged according to the first difference. When the first difference is negative, it indicates that the vehicle is understeering. When the understeer increases, the suspension damping of the front suspension is decreased, and the suspension damping of the rear suspension is increased. The load transfer between the left and right wheels of the front axle during cornering is reduced, the equivalent cornering stiffness of the front axle during cornering is increased, and the equivalent cornering angle of the front axle during cornering is reduced. The load transfer between the left and right wheels of the rear axle during cornering is increased, the equivalent cornering stiffness of the rear axle during cornering is decreased, and the equivalent cornering angle of the rear axle during cornering is increased. In this way, the understeer of the vehicle is reduced, the vehicle is prevented from understeering, and the stability of the yaw motion of the vehicle is improved.

[0077] In some embodiments, determining the second damping according to the first difference and the third preset difference includes: when the first difference is not greater than the third preset difference, determining the second damping as the preset basic damping; when the first difference is greater than the third preset difference, after reducing the preset basic damping at a predetermined rate, the second damping is obtained.

[0078] Among them, the preset basic damping is the damping of the rear suspension set in advance.

[0079] Specifically, when the first difference is not greater than the third preset difference, it indicates that the degree of vehicle instability is general, and the second damping can be determined as the preset basic damping; when the first difference is greater than the third preset difference, it indicates that the degree of vehicle instability is large. After reducing the preset basic damping at a predetermined rate, the second damping is obtained, which can ensure the stability of the vehicle's yaw motion when the vehicle is controlled according to the second damping.

[0080] In some embodiments, the first control parameter includes suspension damping; determining the first control parameter according to the first difference between the yaw angular velocity and the reference yaw angular velocity includes: when the absolute value of the first difference between the yaw angular velocity and the reference yaw angular velocity does not meet the preset suspension activation condition, determining the suspension damping as the preset basic damping.

[0081] Specifically, when the absolute value of the first difference between the yaw angular velocity and the reference yaw angular velocity does not meet the preset suspension activation condition, it indicates that the suspension control function does not need to be activated, and determining the suspension damping as the preset basic damping can ensure the stability of the vehicle's yaw motion when the vehicle is controlled according to the preset basic damping.

[0082] In some embodiments, the second control parameter includes the motor torque and wheel cylinder hydraulic pressure of the vehicle; determining the second control parameter according to the first difference and the second difference between the sideslip angle of the center of mass and the reference sideslip angle of the center of mass includes: determining the motor torque according to the first difference; determining the wheel cylinder hydraulic pressure according to the second difference between the sideslip angle of the center of mass and the reference sideslip angle of the center of mass.

[0083] Among them, the second control parameter of VDC includes motor torque and wheel cylinder hydraulic pressure.

[0084] Specifically, the motor torque can be determined according to the first difference, and the wheel cylinder hydraulic pressure can be determined according to the second difference between the sideslip angle of the center of mass and the reference sideslip angle of the center of mass, improving the accuracy of the second control parameter.

[0085] In some embodiments, determining the motor torque according to the first difference includes: determining a torque adjustment coefficient according to the first difference; determining the motor torque according to the torque adjustment coefficient.

[0086] Among them, the torque adjustment coefficient is directly proportional to the absolute value of the first difference, and the torque adjustment coefficient is less than 1. That is, determining the motor torque according to the torque adjustment coefficient realizes downward adjustment of the torque, thereby reducing the vehicle's overall power and preventing the vehicle from continuously losing control due to the driver's misoperation of continuously stepping on the accelerator deeply.

[0087] Specifically, the torque adjustment coefficient can be determined according to the absolute value of the first difference, and the motor torque can be determined by adjusting downward according to the torque adjustment coefficient, thereby reducing the vehicle power and improving the stability of vehicle control.

[0088] In some embodiments, the determining the wheel cylinder hydraulic pressure according to the second difference between the center of mass sideslip angle and the reference center of mass sideslip angle includes: when the absolute value of the second difference between the center of mass sideslip angle and the reference center of mass sideslip angle meets the preset braking function activation condition of the dynamic control system, determining the wheel cylinder hydraulic pressure according to the second difference.

[0089] Wherein, in some embodiments, the preset braking function activation condition includes that the absolute value of the second difference between the center of mass sideslip angle and the reference center of mass sideslip angle is greater than a second preset difference. The second preset difference is a critical value of the absolute value of the difference between the center of mass sideslip angle and the reference center of mass sideslip angle that is preset for whether the vehicle needs to activate the VDC braking function.

[0090] Specifically, when the absolute value of the first difference between the yaw rate and the reference yaw rate is greater than the first preset difference, it indicates that the deviation degree between the center of mass sideslip angle of the vehicle and the reference center of mass sideslip angle is relatively large. Therefore, the VDC braking function is activated, and the wheel cylinder hydraulic pressure is determined according to the second difference, so as to improve the yaw motion stability of the vehicle through VDC braking control according to the wheel cylinder hydraulic pressure.

[0091] In some embodiments, the wheel cylinder hydraulic pressure includes the first hydraulic pressure of the outer wheel of the front axle of the vehicle and the second hydraulic pressure of the other wheels of the vehicle; the determining the wheel cylinder hydraulic pressure according to the second difference includes: determining the first hydraulic pressure according to the second difference by using a preset hydraulic adjustment method; determining the second hydraulic pressure according to the second difference and a fourth preset difference.

[0092] Wherein, the fourth preset difference is a difference threshold preset for judging whether the deviation degree between the center of mass sideslip angle of the vehicle and the reference center of mass sideslip angle is too large.

[0093] Wherein, in some embodiments, the preset hydraulic adjustment method includes a PID adjustment method or a preset second difference and hydraulic mapping table.

[0094] Specifically, the proportional (P), integral (I), and derivative (D) controls can be performed respectively according to the second difference of the vehicle to determine the first hydraulic pressure.

[0095] The preset second difference and hydraulic mapping table can be obtained by establishing a preset mapping table to directly map the second difference to the hydraulic pressure of the wheel cylinder. In this way, according to the second difference, the corresponding hydraulic pressure is found from the mapping table to obtain the first hydraulic pressure.

[0096] Specifically, the instability condition of the vehicle can be judged according to the second difference, and then the first hydraulic pressure can be determined by using a preset hydraulic adjustment method. The second hydraulic pressure can be determined according to the second difference and the fourth preset difference. Vehicle control is performed based on the first hydraulic pressure and the second hydraulic pressure to ensure the stability of the yaw motion of the vehicle.

[0097] In some embodiments, determining the wheel cylinder hydraulic pressure according to the second difference between the sideslip angle of the center of mass and the reference sideslip angle of the center of mass includes: when the absolute value of the second difference between the sideslip angle of the center of mass and the reference sideslip angle of the center of mass does not meet the preset braking function activation condition of the dynamic control system, determining the wheel cylinder hydraulic pressure according to the sideslip angle of the center of mass.

[0098] Specifically, when the absolute value of the second difference between the sideslip angle of the center of mass and the reference sideslip angle of the center of mass does not meet the preset braking function activation condition, it indicates that there is no need to activate the braking control function of the VDC. Determining the wheel cylinder hydraulic pressure according to the sideslip angle of the center of mass can ensure the stability of the yaw motion of the vehicle after the vehicle is controlled according to the wheel cylinder hydraulic pressure.

[0099] In some embodiments, determining the wheel cylinder hydraulic pressure according to the sideslip angle of the center of mass includes: determining a corresponding target slip ratio according to the sideslip angle of the center of mass; determining the wheel cylinder hydraulic pressure according to the target slip ratio and the current slip ratio of the vehicle.

[0100] Specifically, the target slip ratio corresponding to the sideslip angle of the center of mass can be obtained by looking up a table in a preset sideslip angle of the center of mass - target slip ratio MAP table. Then, the wheel cylinder hydraulic pressure is determined according to the target slip ratio and the current slip ratio of the vehicle, which can ensure the stability of the yaw motion of the vehicle after the vehicle is controlled according to the wheel cylinder hydraulic pressure.

[0101] In some embodiments, the wheel cylinder hydraulic pressure includes a first hydraulic pressure of the control wheel of the vehicle and a second hydraulic pressure of the other wheels of the vehicle. The control wheel is determined according to the sideslip angle of the center of mass. Determining the wheel cylinder hydraulic pressure according to the target slip ratio and the current slip ratio of the vehicle includes: determining the first hydraulic pressure by using a preset hydraulic adjustment method according to the third difference between the target slip ratio and the current slip ratio; determining the second hydraulic pressure according to the third difference and the fifth preset difference.

[0102] Among them, it can be judged which the control wheel is according to the magnitude and direction of the sideslip angle of the center of mass. If the sideslip angle of the center of mass ≥ 0, the control wheel is the left front wheel; otherwise, it is the right front wheel.

[0103] Among them, the third difference is the difference between the target slip ratio and the current slip ratio.

[0104] The fifth preset difference is a difference threshold preset for judging whether the deviation between the current slip ratio and the target slip ratio of the vehicle is too large.

[0105] Among them, in some embodiments, the preset hydraulic adjustment method includes a PID adjustment method or a preset third difference and hydraulic mapping table.

[0106] Specifically, proportional (P), integral (I), and derivative (D) controls can be performed according to the third difference of the vehicle to determine the first hydraulic pressure.

[0107] It can be by establishing a preset third difference and hydraulic mapping table to directly map the third difference to the hydraulic pressure of the wheel cylinder. Thus, according to the third difference, the corresponding hydraulic pressure is found from the mapping table to obtain the first hydraulic pressure.

[0108] Specifically, the instability condition of the vehicle can be judged according to the third difference, and then the preset hydraulic adjustment method is used to determine the first hydraulic pressure. According to the third difference and the fifth preset difference, the second hydraulic pressure is determined. Vehicle control is performed according to the first hydraulic pressure and the second hydraulic pressure to ensure the stability of the yaw motion of the vehicle.

[0109] In some embodiments, when the absolute value of the third difference is not greater than the fifth preset difference, the second hydraulic pressure is determined to be the preset basic hydraulic pressure; when the absolute value of the third difference is greater than the fifth preset difference, the preset basic hydraulic pressure is reduced at a predetermined rate to obtain the second hydraulic pressure.

[0110] Specifically, when the third difference is not greater than the fifth preset difference, it indicates that the degree of vehicle instability is general, and the second hydraulic pressure can be determined to be the preset basic hydraulic pressure; when the third difference is greater than the fifth preset difference, it indicates that the degree of vehicle instability is large. After reducing the preset basic hydraulic pressure at a predetermined rate, the second hydraulic pressure is obtained, which can ensure the stability of the yaw motion of the vehicle when the vehicle is controlled according to the second hydraulic pressure.

[0111] In some embodiments, a dynamic control module corresponding to the dynamic control system is provided in the target domain controller of the vehicle; the dynamic control module is used to determine the target control parameter for controlling the yaw motion stability of the vehicle according to the driving parameters of the vehicle.

[0112] Specifically, a dynamic control module corresponding to VDC is provided in the target domain controller of the vehicle; this dynamic control module is used to determine the target control parameter for controlling the yaw motion stability of the vehicle according to the driving parameters of the vehicle, so as to be integrated into VDC, ensuring the timeliness and effectiveness of the relevant signals for determining the first control parameter of the suspension and the relevant signals for determining the second control parameter of VDC.

[0113] Step S102, controlling the vehicle based on the target control parameter.

[0114] Specifically, the target control parameter controls the vehicle. Since it combines suspension control and dynamic control system control and takes into account the simultaneous control of the vehicle's yaw motion by the vehicle's suspension and dynamic control system, the yaw motion stability and driving stability of the vehicle are improved.

[0115] In some embodiments, controlling the vehicle based on the target control parameter includes: controlling the dynamic control system by the dynamic control module based on the second control parameter in the target control parameter; sending the first control parameter to the suspension controller corresponding to the suspension by the target domain controller, so that the suspension controller controls the suspension according to the first control parameter.

[0116] Specifically, the dynamic control system is controlled by the dynamic control module based on the second control parameter in the target control parameter; the first control parameter is sent to the suspension controller corresponding to the suspension by the target domain controller, so that the suspension controller controls the suspension according to the first control parameter. Understandably, since the suspension auxiliary part is integrated in the VDC, the timeliness and effectiveness of the signal are ensured, thereby further improving the accuracy of the target control parameter and the yaw motion stability and driving stability of the vehicle.

[0117] In a specific embodiment, such as Figure 2As shown in the figure, it is a schematic structural diagram of a control system: Among them, the steering wheel angle sensor on the vehicle sends the steering wheel angle signal and the steering wheel angle status signal to the input signal processing module of the target domain controller; the accelerator pedal sensor sends the accelerator depth signal and the accelerator pedal status signal to the input signal processing module of the target domain controller; the brake pedal sensor sends the brake depth signal and the brake pedal status signal to the input signal processing module of the target domain controller; the left front wheel speed sensor, the right front wheel speed sensor, the left rear wheel speed sensor, and the right rear wheel speed sensor send their respective wheel speed signals and wheel speed status signals to the input signal processing module of the target domain controller; the acceleration sensor sends the longitudinal acceleration signal, the lateral acceleration signal, the longitudinal acceleration status signal, and the lateral acceleration status signal to the input signal processing module of the target domain controller; the yaw rate sensor sends the yaw rate signal and the yaw rate status signal to the input signal processing module of the target domain controller; the vehicle speed sensor sends the vehicle speed signal and the vehicle speed status signal to the input signal processing module of the target domain controller; the left front wheel cylinder hydraulic value sensor, the right front wheel cylinder hydraulic value sensor, the left rear wheel cylinder hydraulic value sensor, and the right rear wheel cylinder hydraulic value sensor send their respective wheel cylinder hydraulic value signals to the input signal processing module of the target domain controller; the master cylinder pressure sensor sends the master cylinder hydraulic value signal to the input signal processing module of the target domain controller; the battery manager sends the battery discharge power limit signal and the battery charge power limit signal to the input signal processing module of the target domain controller; the hydraulic brake drive module receives the control command signal from the vehicle stability control module, and then controls the master cylinder or wheel cylinder to increase pressure, maintain pressure, or reduce pressure; and feedbacks the hydraulic brake hardware failure to the vehicle stability control module. The target domain controller includes an input signal processing module and an iVDC module. In the iVDC module, there are a VDC enable judgment module, a vehicle yaw state judgment module, a drive torque control and distribution module, a brake pressure control and distribution module, an active suspension assist module enable judgment module, and an active suspension assist control module.

[0118] By collecting the signals of the sensors, parsing the driver's intention, and controlling the vehicle motor drive or regenerative braking, and the master cylinder and 4-wheel cylinder of the hydraulic system to increase pressure, maintain pressure, or reduce pressure, while meeting the driver's intention, ensure the stability and safety of the vehicle. The input signal processing module of the target domain controller processes the signals input by the sensors and sends them to the i-VDC module.

[0119] In the i-VDC module, according to the signals sent by the input signal processing module, it is judged whether the VDC & active suspension assist enable judgment module is enabled, and it is judged by the vehicle yaw state judgment module whether to activate VDC, VDC braking, and active suspension. Then, the active suspension assist control module judges and outputs the target pressures of the suspension shock absorbers for the four wheels, the drive torque control and distribution module judges and outputs the target torques of the front motor, the left rear motor, and the right rear motor, and the brake pressure control and distribution module judges and outputs the target brake pressures for the four wheels. The output signal processing module receives the signals output by the brake pressure control and distribution module, the drive torque control and distribution module, and the active suspension assist control module, and then outputs the target pressures of the master cylinder and wheel cylinders to the hydraulic brake drive system, outputs the target torques of the three motors to the motor controller 1, the motor controller 2, and the motor controller 3, and outputs the target pressures of the suspension shock absorbers to the active suspension controller.

[0120] By integrating multiple control functions in a domain controller, the system architecture is simplified, the reliability and maintainability of the system are improved, and by real-time monitoring and controlling the dynamic state of the vehicle, it is ensured that the vehicle remains stable under various driving conditions. As Figure 3 shown, it is a schematic diagram of the signal interaction of the control system. As Figure 4 shown, it is a schematic diagram of the control algorithm model structure corresponding to the control system.

[0121] In a specific embodiment, as Figure 5 shown, it is a schematic flowchart of the vehicle control process, including the following steps:

[0122] Step S11: VDC enable and suspension enable judgment. According to signals such as the vehicle speed signal state signal, wheel speed state signal, steering wheel angle state signal, center of mass sideslip angle state signal, yaw rate state signal, etc., it is judged whether the current state meets the enable conditions. If all these state signals are normal, the VDC enable and suspension enable flag is 0x1 (enabled); if any state signal is faulty, 0x0 (not enabled) is output.

[0123] Step S12: Calculate the reference vehicle speed, reference yaw rate, reference center of mass sideslip angle, and slip ratio according to the vehicle speed, steering wheel angle, longitudinal acceleration, and lateral acceleration.

[0124] Step S13: Judge whether the current VDC is activated according to the yaw rate and the reference yaw rate.

[0125] Step S14: If the current VDC is activated, the motor target torque is adjusted downward according to the difference between the yaw rate and the reference yaw rate.

[0126] Step S15: If the current VDC is activated, judge whether the current active suspension is activated according to the yaw rate and the reference yaw rate.

[0127] Step S16: After the active suspension activation condition is met, calculate the difference between the yaw rate and the reference yaw rate, and use the PID algorithm to adjust the pressure of the front axle suspension to change the damping and stiffness of the suspension. If the difference is greater than a certain threshold, the rear axle will reduce the pressure at a certain rate under the basic target pressure of the suspension; otherwise, the rear axle suspension will remain at the basic target pressure of the suspension: when oversteering occurs, increase the damping of the front suspension and reduce the damping of the rear suspension; increase the load transfer amount between the left and right wheels of the front axle during transient cornering and reduce the load transfer amount between the left and right wheels of the rear axle; when the load transfer amount of the front axle increases, the equivalent cornering stiffness of the front axle decreases and the cornering angle of the front axle increases; when the load transfer amount of the rear axle decreases, the equivalent cornering stiffness of the rear axle increases and the cornering angle of the rear axle decreases; the understeer degree of the whole vehicle increases.

[0128] When the understeer increases, reduce the damping of the front suspension and increase the damping of the rear suspension; reduce the load transfer between the left and right wheels of the front axle during cornering, increase the equivalent cornering stiffness of the front axle during cornering, and reduce the equivalent cornering angle of the front axle during cornering; increase the load transfer between the left and right wheels of the rear axle during cornering, reduce the equivalent cornering stiffness of the rear axle during cornering, and increase the equivalent cornering angle of the rear axle during cornering; the understeer of the whole vehicle decreases.

[0129] Step S17: When the active suspension activation condition is not met, the target pressure of the suspension shock absorber returns to the basic target pressure of the shock absorber at a certain rate.

[0130] Step S18: If the current VDC is activated, determine whether the current VDC braking is activated according to the difference between the center of gravity sideslip angle and the reference center of gravity sideslip angle.

[0131] Step S19: After the VDC braking activation condition is met, adjust the braking pressure of the outer wheel of the front axle using the PID algorithm according to the difference between the center of gravity sideslip angle and the reference center of gravity sideslip angle. For the other three wheels, judge according to the difference between the center of gravity sideslip angle and the reference center of gravity sideslip angle. If the difference exceeds the threshold, the braking pressure of the other three wheels will be reduced at a certain rate based on the basic target braking pressure; if the difference does not exceed the threshold, the braking pressure of the other three wheels will be maintained at the basic target braking pressure.

[0132] Step S20: When the VDC activation condition is satisfied but the VDC braking activation condition is not satisfied, look up the target slip ratio in the centroid sideslip angle - target slip ratio MAP. Determine the control wheel according to the magnitude and direction of the centroid sideslip angle. If the centroid sideslip angle ≥ 0, the wheel to be controlled is the left front wheel; otherwise, it is the right front wheel. Adjust the braking pressure of the control wheel using the PID algorithm based on the difference between the target slip ratio and the actual slip ratio. For the other three wheels, judge according to the difference between the target slip ratio and the slip ratio threshold. If the difference exceeds a certain threshold, it is necessary to relieve the pressure of the other three wheels: the braking pressure of the other three wheels decreases at a certain rate based on the basic target braking pressure. If the difference does not exceed the threshold, the braking pressure of the other three wheels remains at the basic target braking pressure.

[0133] Step S21: When the VDC activation condition is not satisfied, the motor target torque returns to the throttle torque, the master cylinder target hydraulic pressure returns to the master cylinder basic target hydraulic pressure, the wheel cylinder target hydraulic pressure *4 returns to the master cylinder basic target hydraulic pressure, and the suspension shock absorber target pressure returns to the shock absorber basic target pressure, and the function is exited.

[0134] The above vehicle control method determines the target control parameters for controlling the yaw motion stability of the vehicle according to the driving parameters of the vehicle. The target control parameters include the first control parameter corresponding to the suspension in the vehicle and the second control parameter corresponding to the dynamic control system in the vehicle; the vehicle is controlled based on the target control parameters. Since the suspension control and the dynamic control system control are combined, and the yaw motion of the vehicle is considered to be controlled by the suspension and the dynamic control system of the vehicle simultaneously, the yaw motion stability of the vehicle is improved.

[0135] It should be understood that although the steps in the flowcharts involved in the above embodiments are shown in sequence according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless there is a clear indication in this article, the execution of these steps has no strict order limit, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above embodiments may include multiple steps or multiple stages. These steps or stages are not necessarily executed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be executed alternately or alternately with at least a part of the steps or stages in other steps or other steps.

[0136] Based on the same inventive concept, this application also provides a vehicle control system for implementing the vehicle control method involved in the above embodiments with the control device as the execution entity. The implementation solutions provided by this system to solve problems are similar to those recorded in the above method. Therefore, for the specific limitations in one or more vehicle control system embodiments provided below, reference can be made to the limitations on the vehicle control method involved in the embodiments with the control device as the execution entity in the above text, and details will not be repeated here.

[0137] In some embodiments, as Figure 6 shown, a vehicle control system is provided. This vehicle control system can be integrated in the control device and includes: a target domain controller 601, which is used to execute the vehicle control method in the above embodiments.

[0138] In some embodiments, the target domain controller 601 includes a dynamic control module corresponding to the vehicle's dynamic control system, and the above system further includes a suspension controller corresponding to the suspension; the dynamic control module is used to determine the target control parameters for controlling the yaw motion stability of the vehicle according to the vehicle's driving parameters; control the dynamic control system based on the second control parameter in the target control parameters; the target domain controller is further used to send the first control parameter to the suspension controller so that the suspension controller controls the suspension according to the first control parameter.

[0139] Each module in the above systems can be implemented in whole or in part by software, hardware, and their combination. Each of the above modules can be embedded in the processor in the control system in hardware form or be independent of it, or be stored in the memory of the control device in software form, so that the processor can call and execute the operations corresponding to each of the above modules.

[0140] In some embodiments, a control device is provided, and its internal structure diagram can be as Figure 7As shown. The control device includes a processor, a memory, an input / output interface, a communication interface, a display unit, and an input system. Among them, the processor, the memory, and the input / output interface are connected through a system bus, and the communication interface, the display unit, and the input system are connected to the system bus through the input / output interface. Among them, the processor of the control device is used to provide computing and control capabilities. The memory of the control device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the control device is used to exchange information between the processor and external devices. The communication interface of the control device is used to communicate with external terminals in a wired or wireless manner, and the wireless manner can be implemented through WIFI, a mobile cellular network, NFC (Near Field Communication), or other technologies. The computer program, when executed by the processor, implements a vehicle control method.

[0141] Optionally, the control device further includes a display unit. The display unit of the control device is used to form a visually visible picture, which can be a display screen, a projection system, or a virtual reality imaging system. The display screen can be a liquid crystal display screen or an electronic ink display screen. The input system of the control device can be a touch layer covered on the display screen, or buttons, a trackball, or a touchpad provided on the control device housing, or an external keyboard, touchpad, or mouse, etc.

[0142] Those skilled in the art can understand that Figure 7 the structure shown in

[0143] Those of ordinary skill in the art can understand that all or part of the processes in the methods of the above embodiments can be completed by instructing relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above methods. Among them, any reference to a memory, database, or other medium used in the embodiments provided in the present application can include at least one of non-volatile and volatile memories. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc. The processors involved in the embodiments provided in the present application can be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, data processing logics based on quantum computing, etc., and are not limited thereto.

[0144] Correspondingly, the embodiments of the present application further provide a control device, which can be a terminal device or a server.

[0145] As Figure 7 shown, Figure 7 is a schematic structural diagram of the control device provided by the embodiment of the present application. The control device 1000 includes a processor 1001 with one or more processing cores, a memory 1002 with one or more computer-readable storage media, and a computer program stored on the memory 1002 and executable on the processor. Among them, the processor 1001 is electrically connected to the memory 1002. Those skilled in the art can understand that the structural diagram of the control device shown in the figure does not constitute a limitation on the control device, and it can include more or fewer components than shown, or combine some components, or arrange different components.

[0146] The processor 1001 is the control center of the control device 1000, connecting various parts of the entire control device 1000 through various interfaces and circuits. By running or loading software programs and / or units stored in the memory 1002, and invoking the data stored in the memory 1002, it executes various functions of the control device 1000 and processes data, thereby monitoring the control device 1000 as a whole. The processor 1001 can be a central processing unit (CPU), a graphics processing unit (GPU), a network processor (NP), etc., and can implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of the present application.

[0147] In the embodiments of the present application, the processor 1001 in the control device 1000 will load the instructions corresponding to the processes of one or more application programs into the memory 1002 according to the following steps, and the processor 1001 will run the application programs stored in the memory 1002 to implement various functions, such as: determining a first direction control amount of the vehicle; performing direction coupling control processing based on the first direction control amount to obtain a second direction control amount of the vehicle; and controlling the direction of the vehicle according to the first direction control amount and the second direction control amount. The specific implementation of each of the above operations can be referred to the previous embodiments and will not be elaborated here.

[0148] Optionally, as Figure 7 shown, the control device 1000 further includes: a touch display screen 1003, a radio frequency circuit 1004, an audio circuit 1005, an input unit 1006, and a power supply 1007. Among them, the processor 1001 is electrically connected to the touch display screen 1003, the radio frequency circuit 1004, the audio circuit 1005, the input unit 1006, and the power supply 1007 respectively. Those skilled in the art can understand that Figure 7 the control device structure shown in

[0149] The touch display screen 1003 can be used to display a graphical user interface and receive operation instructions generated by a user acting on the graphical user interface. The touch display screen 1003 may include a display panel and a touch panel. Among them, the display panel can be used to display information input by the user or information provided to the user and control various graphical user interfaces of the device. These graphical user interfaces can be composed of graphics, text, icons, videos, and any combination thereof. Optionally, the display panel can be configured in the form of a liquid crystal display (LCD), an organic light-emitting diode (OLED), etc. The touch panel can be used to collect touch operations of the user on or near it (such as operations of the user using any suitable object or accessory such as a finger or a stylus on or near the touch panel), and generate corresponding operation instructions, and the operation instructions execute the corresponding program. Optionally, the touch panel can include two parts: a touch detection system and a touch controller. Among them, the touch detection system detects the touch orientation of the user, detects the signal brought by the touch operation, and transmits the signal to the touch controller; the touch controller receives the touch information from the touch detection system, converts it into contact coordinates, and then sends it to the processor 1001, and can receive and execute the commands sent by the processor 1001. The touch panel can cover the display panel. When the touch panel detects a touch operation on or near it, it is transmitted to the processor 1001 to determine the type of touch event. Subsequently, the processor 1001 provides a corresponding visual output on the display panel according to the type of touch event. In the embodiment of the present application, the touch panel and the display panel can be integrated into the touch display screen 1003 to implement input and output functions. However, in some embodiments, the touch panel and the touch panel can be implemented as two independent components to implement input and output functions. That is, the touch display screen 1003 can also be used as a part of the input unit 1006 to implement the input function.

[0150] The radio frequency circuit 1004 can be used to receive and transmit radio frequency signals to establish wireless communication with a network device or other control devices through wireless communication, and receive and transmit signals with the network device or other control devices.

[0151] The audio circuit 1005 can be used to provide an audio interface between the user and the control device through a speaker and a microphone. The audio circuit 1005 can transmit the electrical signal converted from the received audio data to the speaker, which converts it into a sound signal for output; on the other hand, the microphone converts the collected sound signal into an electrical signal, which is received by the audio circuit 1005 and then converted into audio data. After the audio data is output to the processor 1001 for processing, it is sent through the radio frequency circuit 1004 to, for example, another control device, or the audio data is output to the memory 1002 for further processing. The audio circuit 1005 may also include an earphone jack to provide communication between the peripheral earphone and the control device.

[0152] The input unit 1006 can be used to receive input digital, character information, or user characteristic information (such as fingerprint, iris, facial information, etc.), and generate keyboard, mouse, joystick, optical, or trackball signal inputs related to user settings and function controls.

[0153] The power supply 1007 is used to supply power to each component of the control device 1000. Optionally, the power supply 1007 can be logically connected to the processor 1001 through a power management system, so as to implement functions such as management of charging, discharging, and power consumption management through the power management system. The power supply 1007 may also include any components such as one or more DC or AC power supplies, a recharge system, a power failure detection circuit, a power converter or inverter, and a power status indicator.

[0154] Although Figure 7 not shown in the figure, the control device 1000 may also include a camera, a sensor, a Wi-Fi module, a Bluetooth module, etc., which will not be elaborated here.

[0155] In the above embodiments, the descriptions of the respective embodiments have their own focuses. For the parts not detailed in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0156] Those of ordinary skill in the art can understand that all or part of the steps in the various methods of the above embodiments can be completed by instructions, or by controlling related hardware through instructions. The instructions can be stored in a computer-readable storage medium and loaded and executed by a processor.

[0157] To this end, an embodiment of the present application provides a computer-readable storage medium storing multiple computer programs that can be loaded by a processor to execute any one of the vehicle control methods provided by the embodiments of the present application. The computer program can execute the steps of the following vehicle control method: determining target control parameters for controlling the yaw motion stability of the vehicle according to the driving parameters of the vehicle, where the target control parameters include first control parameters corresponding to the suspension in the vehicle and second control parameters corresponding to the dynamic control system in the vehicle; and controlling the vehicle based on the target control parameters. For the specific implementation of each of the above operations, reference can be made to the previous embodiments, which will not be elaborated here.

[0158] Among them, the computer-readable storage medium may include: Read Only Memory (ROM), Random Access Memory (RAM), magnetic disk or optical disc, etc.

[0159] Since the computer program stored in the computer-readable storage medium can execute any one of the vehicle control methods provided by the embodiments of the present application, the beneficial effects achievable by any one of the vehicle control methods provided by the embodiments of the present application can be realized. For details, reference can be made to the previous embodiments, which will not be elaborated here.

[0160] According to one aspect of the present application, there is also provided a computer program product or computer program, which includes computer instructions stored in a computer-readable storage medium. The processor of the control device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, causing the control device to execute the methods provided in the various alternative implementations in the above embodiments.

[0161] According to one aspect of the present application, as Figure 8 shown, there is also provided a vehicle 10, which includes the above control device. The vehicle has all the beneficial effects of the above control device, etc., which will not be elaborated here in the present application.

[0162] The vehicle can be a fuel vehicle, a plug-in hybrid vehicle or a new energy vehicle, etc., and the present application does not make specific limitations thereto.

[0163] In the above embodiments of the vehicle control system, computer-readable storage medium, control device, and computer program product, the descriptions of the respective embodiments have their own emphases. For parts not detailed in a certain embodiment, reference may be made to the relevant descriptions of other embodiments. Those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working processes and beneficial effects brought about by the vehicle control system, computer-readable storage medium, computer program product, control device, and their corresponding units described above can refer to the description of the vehicle control method in the above embodiments, and will not be elaborated here specifically.

[0164] The technical features of the above embodiments can be combined arbitrarily. For the sake of concise description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered that it is within the scope described in this specification.

[0165] The above are only the preferred embodiments of the present application, and do not impose any formal restrictions on the present application. Although in the embodiments of the present application, the descriptions of the respective embodiments have their own emphases, and for parts not detailed in a certain embodiment, reference may be made to the relevant embodiments of other embodiments, but any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application still fall within the scope of the technical solution of the present application.

Claims

1. A vehicle control method, characterized in that: The method comprises: Determining, according to the driving parameters of the vehicle, a target control parameter for controlling the yaw motion stability of the vehicle, the target control parameter comprising a first control parameter corresponding to a suspension in the vehicle and a second control parameter corresponding to a dynamic control system in the vehicle; The vehicle is controlled based on the target control parameter.

2. The method according to claim 1, characterized in that The method further comprises: When the driving parameter state signal of the vehicle meets a preset normal state condition, a target control parameter for controlling the yaw motion stability of the vehicle is determined according to the driving parameter of the vehicle.

3. The method according to claim 2, characterized in that The method further comprises: When the state signal of the vehicle does not meet the preset normal state condition, the target control parameter is determined to be the preset control parameter.

4. The method according to claim 1, characterized in that: Determining a target control parameter for controlling the yaw motion stability of the vehicle according to the driving parameters of the vehicle includes: Detecting whether the vehicle meets a preset dynamic control system activation condition according to the driving parameters of the vehicle, and obtaining a detection result; A target control parameter of the vehicle is determined according to the detection result and the driving parameter of the vehicle.

5. The method according to claim 4, characterized in that The step of detecting, based on the driving parameters of the vehicle, whether the vehicle meets a preset dynamic control system activation condition and obtaining a detection result includes: Determining corresponding reference driving parameters according to the driving parameters of the vehicle; Whether the vehicle meets a preset dynamic control system activation condition is detected according to the driving parameter of the vehicle and the reference driving parameter to obtain a detection result.

6. The method according to claim 5, characterized in that The driving parameter includes a yaw rate, and the reference driving parameter corresponding to the yaw rate includes a reference yaw rate; The determining of the corresponding reference driving parameter according to the driving parameter of the vehicle includes: The reference yaw rate is determined using a vehicle dynamics model.

7. The method according to claim 6, characterized in that The detecting, according to the driving parameter of the vehicle and the reference driving parameter, whether the vehicle meets a preset dynamic control system activation condition to obtain a detection result includes: When the absolute value of the difference between the yaw rate and the reference yaw rate is greater than a preset difference, it is determined that the vehicle meets a preset dynamic control system activation condition.

8. The method according to claim 4, characterized in that Determining the target control parameter of the vehicle according to the detection result and the driving parameter of the vehicle includes: When the detection result is that the vehicle does not satisfy the dynamic control system activation condition, the target control parameter is determined to be a preset control parameter.

9. The method according to claim 4, characterized in that Determining the target control parameter of the vehicle according to the detection result and the driving parameter of the vehicle includes: When the detection result indicates that the vehicle meets the activation condition of the dynamic control system, the target control parameter of the vehicle is determined according to the driving parameter of the vehicle.

10. The method according to claim 9, characterized in that Determining the target control parameter of the vehicle according to the driving parameter of the vehicle includes: A target control parameter of the vehicle is determined according to the driving parameter of the vehicle and a reference driving parameter corresponding to the driving parameter.

11. The method according to claim 10, characterized in that The driving parameters include a yaw rate and a center-of-mass sideslip angle, and the reference driving parameters include a reference yaw rate corresponding to the yaw rate and a reference center-of-mass sideslip angle corresponding to the center-of-mass sideslip angle.

12. The method according to claim 11, characterized in that The step of determining a target control parameter of the vehicle according to the driving parameter of the vehicle and a reference driving parameter corresponding to the driving parameter comprises: determining the first control parameter according to a first difference between the yaw angular velocity and the reference yaw angular velocity; A second control parameter is determined according to the first difference, a second difference between the center of mass sideslip angle and the reference center of mass sideslip angle.

13. The method according to claim 12, characterized in that The step of determining the first control parameter comprises: When an absolute value of a first difference between the yaw rate and the reference yaw rate meets a preset suspension activation condition, a first control parameter is determined according to the first difference.

14. The method according to claim 13, characterized in that The preset suspension activation condition includes that an absolute value of a first difference between the yaw rate and the reference yaw rate is greater than a first preset difference.

15. The method according to claim 13, characterized in that The first control parameter includes suspension damping, the suspension damping including a first damping of a front suspension of the vehicle and a second damping of a rear suspension of the vehicle; The determining a first control parameter according to the first difference includes: Determining a first damping by adopting a preset damping adjustment method according to the first difference; The second damping is determined according to the first difference and a third preset difference.

16. The method according to claim 15, characterized in that The determining the second damping according to the first difference and a third preset difference includes: When the first difference is not greater than a third preset difference, determining the second damping as a preset basic damping; When the first difference is greater than the third preset difference, the preset basic damping is reduced at a predetermined rate to obtain the second damping.

17. The method according to claim 15, characterized in that The preset damping adjustment method includes a PID adjustment method or a preset first difference and damping mapping table.

18. The method according to claim 12, characterized in that The first control parameter includes suspension damping; and determining the first control parameter according to a first difference between the yaw angular velocity and the reference yaw angular velocity includes: When an absolute value of a first difference between the yaw rate and the reference yaw rate does not meet a preset suspension activation condition, the suspension damping is determined to be a preset basic damping.

19. The method according to claim 12, characterized in that The second control parameter includes the motor torque and wheel cylinder hydraulic pressure of the vehicle; the second control parameter is determined according to the first difference, the second difference between the center of mass sideslip angle and the reference center of mass sideslip angle, including: determining the motor torque according to the first difference; The wheel cylinder hydraulic pressure is determined according to a second difference between the center-of-mass slip angle and the reference center-of-mass slip angle.

20. The method according to claim 19, characterized in that Determining the motor torque according to the first difference includes: determining a torque adjustment coefficient according to the first difference; The motor torque is determined according to the torque adjustment coefficient.

21. The method according to claim 19, characterized in that The determining the wheel cylinder hydraulic pressure according to a second difference between the center of mass sideslip angle and the reference center of mass sideslip angle comprises: When an absolute value of a second difference between the sideslip angle and the reference sideslip angle satisfies a preset braking function activation condition of the dynamic control system, the wheel cylinder hydraulic pressure is determined according to the second difference.

22. The method according to claim 21, characterized in that The preset braking function activation condition includes that an absolute value of a second difference between the center-of-mass sideslip angle and the reference center-of-mass sideslip angle is greater than a second preset difference.

23. The method according to claim 21, characterized in that The wheel cylinder hydraulic pressure includes a first hydraulic pressure of an outer wheel of a front axle of the vehicle and a second hydraulic pressure of other wheels of the vehicle; and determining the wheel cylinder hydraulic pressure according to the second difference includes: determining the first hydraulic pressure by adopting a preset hydraulic pressure adjustment method according to the second difference; The second hydraulic pressure is determined according to the second difference and a fourth preset difference.

24. The method according to claim 23, characterized in that The preset hydraulic pressure adjustment method includes a PID adjustment method or a preset second difference and hydraulic pressure mapping table.

25. The method according to claim 21, characterized in that The determining the second hydraulic pressure according to the second difference and a fourth preset difference includes: When the second difference is not greater than a fourth preset difference, determining the second hydraulic pressure as a preset basic hydraulic pressure; When the second difference is greater than a fourth preset difference, the preset basic hydraulic pressure is reduced at a preset rate to obtain the second hydraulic pressure.

26. The method according to claim 19, characterized in that The determining the wheel cylinder hydraulic pressure according to a second difference between the center of mass sideslip angle and the reference center of mass sideslip angle comprises: When an absolute value of a second difference between the sideslip angle and the reference sideslip angle does not satisfy a preset braking function activation condition of the dynamic control system, the wheel cylinder hydraulic pressure is determined according to the sideslip angle.

27. The method according to claim 26, characterized in that The step of determining the wheel cylinder hydraulic pressure according to the center of mass sideslip angle comprises: Determining a corresponding target slip rate according to the center of mass sideslip angle; The wheel cylinder hydraulic pressure is determined based on the target slip ratio and a current slip ratio of the vehicle.

28. The method according to claim 27, characterized in that The wheel cylinder hydraulic pressure includes a first hydraulic pressure of a control wheel of the vehicle and a second hydraulic pressure of other wheels of the vehicle, wherein the control wheel is determined according to the center of mass sideslip angle; and the wheel cylinder hydraulic pressure is determined according to the target slip rate and the current slip rate of the vehicle, including: Determining the first hydraulic pressure by adopting a preset hydraulic pressure adjustment method according to a third difference between the target slip ratio and the current slip ratio; The second hydraulic pressure is determined according to the third difference and a fifth preset difference.

29. The method according to claim 28, characterized in that The determining the second hydraulic pressure according to the third difference and the fifth preset difference comprises: When the absolute value of the third difference is not greater than the fifth preset difference, determining the second hydraulic pressure as a preset basic hydraulic pressure; When the absolute value of the third difference is greater than the fifth preset difference, the preset basic hydraulic pressure is reduced at a predetermined rate to obtain the second hydraulic pressure.

30. The method according to any one of claims 1 to 29, characterized in that: A dynamic control module corresponding to the dynamic control system is provided in the target domain controller of the vehicle; The dynamic control module is used to determine a target control parameter for controlling the yaw motion stability of the vehicle according to the driving parameters of the vehicle.

31. The method according to claim 30, characterized in that The controlling the vehicle based on the target control parameter includes: Controlling the dynamic control system based on a second control parameter among the target control parameters by the dynamic control module; The first control parameter is sent to a suspension controller corresponding to the suspension through the target domain controller, so that the suspension controller controls the suspension according to the first control parameter.

32. A vehicle control system, characterized in that: The vehicle control system includes a target domain controller; The target domain controller is used to execute the vehicle control method as described in any one of claims 1-31.

33. The system according to claim 32, characterized in that The target domain controller includes a dynamic control module corresponding to a dynamic control system of the vehicle, and the system also includes a suspension controller corresponding to the suspension; The dynamic control module is used to determine a target control parameter for controlling the yaw motion stability of the vehicle according to the driving parameters of the vehicle; and control the dynamic control system based on a second control parameter in the target control parameter; The target domain controller is further used to send the first control parameter to a suspension controller, so that the suspension controller controls the suspension according to the first control parameter.

34. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the vehicle control method according to any one of claims 1 to 31 is implemented.

35. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the vehicle control method according to any one of claims 1 to 31 is implemented.

36. A control device, characterized in that: include: a memory having a computer program stored thereon; A processor, configured to execute the computer program in the memory to implement the vehicle control method described in any one of claims 1 to 31.

37. A vehicle, characterized in that: Comprising a control device as claimed in claim 36.

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