Vehicle control method and device, product, storage medium, electronic equipment and vehicle

Abstract

The invention discloses a vehicle control method and device, a product, a storage medium, electronic equipment and a vehicle, and relates to the technical field of vehicle control. The method comprises the steps of collecting first vehicle parameters in real time; the first vehicle parameters comprise actual load data of each wheel; calculating gravity center parameters of the current vehicle based on the actual load data; and according to the actual load data and the gravity center parameter of the vehicle, the output power of each hub motor is calculated and controlled through an independent torque distribution algorithm, so that the output power of each hub motor is matched with the actual load data of each wheel. Compared with the prior art, the left hub motor and the right hub motor no longer distribute power through a traditional mechanical differential mechanism, but independently control torque output. And on the basis of an independent torque distribution algorithm, under the condition that it is guaranteed that the overall stress of the vehicle meets the vehicle requirement, accurate distribution of driving force is achieved through independent torque control over the left hub motor and the right hub motor so as to adapt to different road condition requirements.

Description

Technical Field

[0001] This application relates to the technical field of vehicle control, and particularly to a vehicle control method, device, product, storage medium, electronic device and vehicle. Background Art

[0002] A mining dump truck is a heavy-duty engineering vehicle specifically used for transporting loose materials such as ores and earthworks in harsh environments such as mining areas and quarries. It is characterized by a large load capacity, a sturdy structure, and the ability to adapt to complex terrains, and is usually used in conjunction with equipment such as excavators and loaders.

[0003] Traditional mining dump trucks usually adopt centralized power drive, such as using a diesel engine, a gearbox, a drive shaft, and an integrated differential drive. In this method, due to being restricted by a mechanical differential, it is difficult to perform precise torque control under complex working conditions. Especially in some different road conditions such as curves, slopes, or icy, wet, and muddy roads, it is very difficult to control the overall torque of the vehicle, resulting in problems such as inflexible power distribution and slow response speed of the vehicle. Summary of the Invention

[0004] In view of this, this application provides a vehicle control method, device, product, storage medium, electronic device and vehicle, mainly aiming to improve the problems of inflexible power distribution and slow response speed of current dump trucks under some special road conditions.

[0005] In a first aspect, this application provides a vehicle control method, including: collecting first vehicle parameters in real time; the first vehicle parameters include the actual load data of each wheel; based on the actual load data, calculating the center of gravity parameters of the current vehicle; according to the actual load data and the center of gravity parameters of the vehicle, calculating and controlling the output power of each hub motor through an independent torque distribution algorithm, so that the output power of each hub motor matches the actual load data of each wheel.

[0006] Optionally, after calculating and controlling the output power of each hub motor through an independent torque distribution algorithm according to the actual load data and the center of gravity parameters of the vehicle, so that the output power of each hub motor matches the actual load data of each wheel, the method further includes: obtaining second vehicle parameters, the second vehicle parameters include at least one of the current vehicle speed, the vehicle steering angle, and the ground adhesion; based on the second vehicle parameters, adjusting the output power of each hub motor through the independent torque distribution algorithm to adjust the torque difference between the left and right wheels of the vehicle; the torque difference is obtained based on the torque calculated from the output power of the left and right wheel hub motors.

[0007] Optionally, the method further includes: when the center of gravity parameter is different from the initial center of gravity parameter, judging the current road condition information according to the center of gravity parameter to obtain a judgment result; adjusting the output power of each hub motor based on the judgment result; wherein, the initial parameter is the center of gravity inclination angle when the vehicle is on a flat road condition.

[0008] Optionally, the judgment result is used to determine the current road condition information; the adjusting the output power of each hub motor based on the judgment result includes: in response to the road condition information being an uphill road condition, increasing the output power of each current hub motor; in response to the road condition information being a downhill road condition, combining the electric braking system and the energy control system to reduce the output power of each current hub motor.

[0009] Optionally, the method further includes: in response to a preset working condition instruction, predicting the change trend of the center of gravity according to the current center of gravity parameter; controlling the output power of each hub motor according to the change trend of the center of gravity.

[0010] In a second aspect, the present application provides a vehicle control device, including:

[0011] An acquisition unit, configured to acquire first vehicle parameters in real time; the first vehicle parameters include the actual load data of each wheel;

[0012] A calculation unit, configured to calculate the center of gravity parameter of the current vehicle based on the actual load data;

[0013] A processing unit, configured to calculate and control the output power of each hub motor through an independent torque distribution algorithm according to the actual load data and the center of gravity parameter of the vehicle, so that the output power of each hub motor matches the actual load data of each wheel.

[0014] In a third aspect, the present application provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the vehicle control method described in the first aspect is implemented.

[0015] In a fourth aspect, the present application provides a computer program product, on which a computer program is stored, and when the computer program is executed by a processor, the vehicle control method described in the first aspect is implemented.

[0016] In a fifth aspect, the present application provides an electronic device, including a storage medium, a processor, and a computer program stored on the storage medium and executable on the processor, and when the processor executes the computer program, the vehicle control method described in the first aspect is implemented.

[0017] In a sixth aspect, the present application provides a vehicle, including the vehicle control device described in the second aspect or the electronic device described in the fifth aspect.

[0018] With the above technical solution, a vehicle control method, device, product, storage medium, electronic device and vehicle provided by the present application first collect first vehicle parameters in real time; the first vehicle parameters include the actual load data of each wheel; based on the actual load data, calculate the center of gravity parameters of the current vehicle; according to the actual load data and the center of gravity parameters of the vehicle, calculate and control the output power of each in-wheel motor through an independent torque distribution algorithm, so that the output power of each in-wheel motor matches the actual load data of each wheel. Compared with the related art, the left and right in-wheel motors no longer distribute power through a traditional mechanical differential, but the vehicle control unit (such as VCU) directly controls the torque output of each motor. Based on the independent torque distribution algorithm, while ensuring that the overall force of the vehicle meets the vehicle requirements, through the independent torque control of the left and right in-wheel motors, precise distribution of the driving force is achieved to adapt to different road conditions.

[0019] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The accompanying drawings herein are incorporated into the specification and form a part of the specification, showing embodiments consistent with the present application, and are used together with the specification to explain the principles of the present application.

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, for those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0022] Figure 1 The flowchart shows a vehicle control method provided by an embodiment of the present application;

[0023] Figure 2 The flowchart shows another vehicle control method provided by an embodiment of the present application;

[0024] Figure 3 The structural diagram shows a vehicle control device provided by an embodiment of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0025] Some embodiments of the present disclosure will be described in detail herein, and examples thereof are shown in the accompanying drawings. When the following description refers to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. Various changes, modifications, and equivalents of the methods, apparatuses, and / or systems described herein will become apparent after understanding the present disclosure. For example, the order of operations described herein is merely an example and is not limited to those set forth herein, but can be changed as will be apparent after understanding the present disclosure, except for operations that must be performed in a specific order. Additionally, descriptions of features known in the art may be omitted for the sake of clarity and conciseness.

[0026] The embodiments described in some embodiments of the present disclosure below do not represent all embodiments consistent with the present disclosure. On the contrary, they are merely examples of apparatuses and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0027] Traditional mining dump trucks usually adopt a centralized power drive system, that is, power is provided by a diesel engine, and the power is transmitted to the drive wheels through complex transmission devices such as a mechanical gearbox, a drive shaft, and a differential. The following significant defects exist in this traditional drive mode in practical applications:

[0028] First, the system has large transmission losses. Since power needs to pass through multiple mechanical transmission devices, energy loss will occur in each transmission link. The comprehensive efficiency of a long-chain transmission system is usually less than 70%, and a large amount of energy is dissipated in the form of heat during the transmission process, seriously reducing the driving efficiency of the whole vehicle. Second, the flexibility of power distribution is poor. Limited by the inherent characteristics of the mechanical differential, it is difficult for the system to achieve precise torque distribution according to complex working conditions (such as slippery roads, uphill driving, or turning on a curve, etc.). Especially in the case of asymmetric load or unilateral slippage, the traditional differential may cause unbalanced power distribution, affecting the passability and stability of the vehicle. Third, the dynamic response speed of the system is slow. The traditional drive mode relies on hydraulic or mechanical transmission, and there is an obvious lag in the response from the driver's command input to the power output. This hysteresis effect is particularly prominent in working conditions such as uphill starts, emergency steering, or cargo box unloading that are frequently performed by mining vehicles, not only affecting the operation accuracy but also potentially bringing safety hazards. Finally, the degree of system intelligence is insufficient. The traditional mechanical transmission system lacks the intelligent regulation ability based on real-time operation data and cannot dynamically adjust the driving force distribution according to road conditions, load changes, or driving states. This lack of intelligence not only limits the optimization space of the whole vehicle performance but also affects fuel economy and operation stability.

[0029] In order to improve the problems of inflexible power distribution and slow response speed existing in current dump vehicles under some special road conditions. This embodiment provides a vehicle control method, as Figure 1 shown, this method includes:

[0030] S101. Collect the first vehicle parameters in real time.

[0031] In this embodiment, the first vehicle parameters include the actual load data of each wheel. The actual load data refers to data such as the actual weight borne by each wheel of the vehicle, which can be directly measured by sensors built into the vehicle. For example, pressure sensors can be installed at the contact surface where the wheel touches the ground (such as inside the tire or the suspension system) to directly measure the pressure between the tire and the ground.

[0032] S102. Calculate the center of gravity parameters of the current vehicle based on the actual load data.

[0033] In this embodiment, the center of gravity of the vehicle refers to the point where the vehicle's mass is concentrated, which is crucial for the vehicle's stability and maneuverability. In a feasible embodiment, the center of gravity parameters of the vehicle may include the position of the center of gravity (which can be the height relative to the ground, the front - rear position relative to the front and rear ends of the vehicle, the left - right position, etc.) and the offset amount that changes with the vehicle load. These parameters are very important for understanding the dynamic behavior of the vehicle under different loads. In addition to the actual load data, it is also necessary to obtain the second vehicle parameters, where the second vehicle parameters include at least one of the current vehicle speed, vehicle steering angle, and ground adhesion. Among them, the vehicle speed is detected by magnetoelectric or Hall - effect sensors installed on each wheel to detect the wheel speed; the vehicle steering angle is obtained by a steering angle sensor installed on the steering column or under the steering wheel. The ground adhesion cannot be directly measured and needs to be dynamically estimated through multi - sensor data fusion. For example, by comparing the differences in the rotational speeds of the four wheels and the estimated vehicle speed value, the degree of wheel slip of the driving wheels is judged to estimate the ground adhesion. Finally, the center of gravity parameters of the current vehicle are calculated according to mechanical methods in combination with the wheelbase, track width, unloaded vehicle mass, and unloaded vehicle center of gravity position, etc.

[0034] S103. Calculate and control the output power of each in - wheel motor through an independent torque distribution algorithm according to the actual load data and the center of gravity parameters of the vehicle, so that the output power of each in - wheel motor matches the actual load data of each wheel.

[0035] In this embodiment, the independent torque distribution algorithm is an advanced control algorithm that can independently calculate and adjust the output torque (and thus the power) of each in-wheel motor according to the current state of the vehicle (including load distribution and center of gravity position). Different from the traditional centralized power distribution system, independent torque distribution allows each wheel to obtain different power as needed to optimize the vehicle's handling, stability, and efficiency. Based on the above actual load data and center of gravity parameters, the independent torque distribution algorithm will calculate the optimal torque that each in-wheel motor should output, thereby controlling its output power. It should be noted that this process is dynamic and will be adjusted in real time as the vehicle state changes. Matching the output power of each in-wheel motor with the actual load data of each wheel can ensure that the motor output power of each wheel matches the load it is currently bearing. This can improve the vehicle's traction, stability, and energy efficiency, especially in complex road conditions or extreme driving conditions. For example, when turning, the outer wheels need more power to resist centrifugal force, while the inner wheels need less power to avoid oversteering. Therefore, through independent torque distribution, the vehicle can more flexibly respond to these road conditions.

[0036] In this embodiment, first, the first vehicle parameters are collected in real time; the first vehicle parameters include the actual load data of each wheel; based on the actual load data, the center of gravity parameters of the current vehicle are calculated; according to the actual load data and the center of gravity parameters of the vehicle, the output power of each in-wheel motor is calculated and controlled through the independent torque distribution algorithm, so that the output power of each in-wheel motor matches the actual load data of each wheel. Compared with the related art, the left and right in-wheel motors no longer distribute power through a traditional mechanical differential, but the torque output of each motor is directly controlled by the vehicle's control unit (such as VCU). Based on the independent torque distribution algorithm, while ensuring that the overall force of the vehicle meets the vehicle's requirements, through the independent torque control of the left and right in-wheel motors, the precise distribution of the driving force is realized to adapt to different road condition requirements.

[0037] Optionally, after calculating and controlling the output power of each in-wheel motor through the independent torque distribution algorithm according to the actual load data and the center of gravity parameters of the vehicle, so that the output power of each in-wheel motor matches the actual load data of each wheel, the method further includes: obtaining second vehicle parameters, where the second vehicle parameters include at least one of the current vehicle speed, vehicle steering angle, and ground adhesion; based on the second vehicle parameters, the output power of each in-wheel motor is adjusted through the independent torque distribution algorithm to adjust the torque difference between the left and right wheels of the vehicle; the torque difference is obtained based on the torque calculated from the output power of the left and right in-wheel motors.

[0038] In this embodiment, based on the actual load data, i.e., the actual weights borne by each wheel of the vehicle and other data, and the center of gravity parameters of the vehicle, i.e., the data reflecting the mass distribution and the position of the center of gravity of the vehicle, an independent torque distribution algorithm is used to allocate torque proportional to the load borne by each wheel. The output power of each in-wheel motor is calculated and controlled to ensure that the output power of each in-wheel motor matches the actual load data of each wheel. For example, if the load on the left front wheel is 7% higher than that on the right front wheel, its initial torque may be correspondingly about 7% higher, avoiding wheel spin of lightly loaded wheels or insufficient power of heavily loaded wheels. In this way, under different load conditions, each wheel of the vehicle can obtain appropriate driving force, ensuring the stability and safety of vehicle driving. After the initial torque distribution is completed, second vehicle parameters are further obtained, which include at least one of the current vehicle speed (the instantaneous speed at which the vehicle is traveling), the vehicle steering angle (the angle between the front wheels and the longitudinal center line of the vehicle when the vehicle is turning), and the ground adhesion (the frictional force between the wheels and the ground, reflecting the adhesion between the vehicle and the ground). Based on the obtained second vehicle parameters, the independent torque distribution algorithm is used again to adjust the output power of each in-wheel motor. The goal of this adjustment is to adjust the torque difference between the left and right wheels of the vehicle. The torque difference is obtained by calculating the torques corresponding to the output powers of the left and right in-wheel motors. For example, the output power of the left in-wheel motor is converted through a certain conversion relationship (such as the motor characteristic curve, etc.) to obtain the left wheel torque, and the right wheel torque is obtained in the same way for the right wheel, and the difference between the two is the torque difference. By adjusting the output powers of the left and right in-wheel motors, the torque difference can be changed, thereby further optimizing the driving state of the vehicle. For example, by adjusting the torque difference during turning, the vehicle can turn better, and by adjusting the torque difference under different road conditions, the stability and controllability of the vehicle can be improved.

[0039] Optionally, the method further includes: in the case where the center of gravity parameters are different from the initial center of gravity parameters, judging the current road condition information according to the center of gravity parameters to obtain a judgment result; adjusting the output power of each in-wheel motor based on the judgment result; wherein, the initial parameters are the center of gravity inclination angles of the vehicle in a flat road condition.

[0040] In this embodiment, the center-of-gravity parameter refers to the parameter corresponding to the change in the position of the vehicle's center of gravity or the tilt angle due to changes in road conditions (such as turning, going uphill or downhill, etc.) during the vehicle's driving process. These parameters can reflect the current dynamic state of the vehicle. Initial parameter: It is the tilt angle presented by the vehicle's center of gravity when the vehicle is on a flat road condition (under ideal conditions, the road surface is flat without complex factors such as slopes and curves affecting). This is a reference value under the normal and stable driving state of the vehicle. When the center-of-gravity parameter is different from the initial parameter, it indicates that the road condition where the vehicle is located has changed. For example, the vehicle may be going uphill, downhill, or driving on an uneven road surface. Since different road conditions will cause different changes in the vehicle's center of gravity. For example, when going uphill, the vehicle's center of gravity will move backward, and when going downhill, the vehicle's center of gravity will move forward, etc. Therefore, by analyzing the current center-of-gravity parameter, the specific road condition information where the vehicle is located can be inferred, such as whether it is going uphill or downhill currently. A hub motor is a type of motor that integrates power, transmission, and braking devices into the hub. It can independently control the rotation of each wheel. After determining the road condition where the vehicle is located, the output power of each hub motor is adjusted according to different road condition requirements. For example, when going uphill, in order to provide sufficient power for the vehicle to climb the slope smoothly, the output power of all hub motor may be increased; when going downhill, in order to control the vehicle speed and ensure safety, the output power of the hub motor may be appropriately reduced, or even the motor may be in a power generation state to recover the vehicle's kinetic energy into electrical energy. By adjusting the output power of the hub motor according to the road condition in this way, the driving stability, controllability, and power performance of the vehicle can be improved, and at the same time, it is also helpful to improve the energy utilization efficiency.

[0041] Optionally, the judgment result is used to determine the current road condition information; adjusting the output power of each hub motor based on the judgment result includes: in response to the road condition information being an uphill road condition, increasing the current output power of each hub motor; in response to the road condition information being a downhill road condition, combining the electric braking system and the energy control system to reduce the current output power of each hub motor.

[0042] In this embodiment, the current road condition information is judged according to the center of gravity parameter to obtain a judgment result, and the road condition information is classified as "uphill road condition" or "downhill road condition". When the judgment result is "uphill road condition", the system automatically increases the output power of each current in-wheel motor. This is because when going uphill, the vehicle needs to do work against gravity, and increasing the power output can provide a greater driving force to ensure that the vehicle climbs the slope smoothly and avoid stalling or stopping due to insufficient power. When the judgment result is "downhill road condition", the system combines the electric braking system and the energy control system to reduce the output power of each current in-wheel motor. This is because when going downhill, the vehicle will accelerate due to gravity. Through electric braking (regenerative braking), part of the kinetic energy can be converted into electrical energy and stored, while slowing down the vehicle speed to avoid overheating of the brakes. In addition, reducing the motor output power can reduce unnecessary energy consumption, and at the same time use electric braking to recover energy and improve the overall energy efficiency. By judging the real-time road conditions, the output power of the in-wheel motor is dynamically adjusted to meet the requirements of different road conditions such as uphill and downhill.

[0043] Optionally, the method further includes: in response to a preset working condition instruction, predicting the center of gravity change trend according to the current center of gravity parameter; and controlling the output power of each in-wheel motor according to the center of gravity change trend.

[0044] In this embodiment, the preset working condition instruction is a control signal issued by the system according to the current or upcoming specific driving state of the vehicle (such as tipping and unloading: in this case, the vehicle needs to bear large lateral forces and torques), when triggering the system to enter the corresponding control mode for optimizing and adjusting the power output, braking or stability of the vehicle. Based on the current center of gravity parameter and the preset working condition instruction, the system predicts the change trend of the vehicle's center of gravity in the future for a period of time by combining fuzzy control and PID algorithm. For example, during the unloading process, calculate the center of gravity change trend of the carriage tipping, dynamically adjust the output of the left and right motors, and by controlling the motor torque difference, reduce the impact of the vehicle body tipping. Adjusting the suspension stiffness can affect the driving comfort and handling stability of the vehicle. By adjusting the suspension stiffness, it can adapt to different road conditions and load conditions. Comprehensively adjusting the motor torque and suspension stiffness can achieve a comprehensive optimization of the vehicle's dynamic characteristics and driving characteristics.

[0045] In this embodiment, the force data of the wheels is obtained through sensors to calculate the position of the vehicle's center of gravity. The left and right motor power outputs are optimized in combination with the AI algorithm to avoid single-wheel skidding caused by uneven power distribution. The steering angle is measured by a steering angle sensor to calculate the rotational speed difference between the left and right wheels. The motor torque is adjusted according to the ground adhesion condition to achieve more precise turning control. When on a slippery ground, the torque of the high-speed side wheels is actively reduced to improve the passing ability. When going uphill, the system automatically increases the torque and enables anti-skid control when the slope is relatively large. When going downhill, the electric braking and energy recovery system are combined to reduce power consumption while ensuring safety. During the unloading process, the changing trend of the center of gravity of the carriage tipping is calculated, and the left and right motor outputs are dynamically adjusted. By controlling the motor torque difference, the tipping impact of the vehicle body is reduced, and the unloading stability is improved. An intelligent torque distribution algorithm is adopted to optimize the driving force output of the left and right motors based on real-time load calculation. Through electronic differential control, the passing performance and stability of the mining dump truck under turning, ramp, and slippery road conditions are improved. The ramp energy management is optimized by combining electric braking and regenerative energy recovery to improve energy efficiency. Combined with the intelligent cooperative control strategy, the power output is automatically adjusted under extreme working conditions such as unloading and ramp driving to improve the operation safety.

[0046] Further, to further demonstrate in special road conditions such as Figure 2 As shown, a schematic flow diagram of another vehicle control method provided in this embodiment is shown. The specific details are as follows:

[0047] Process 1: Based on the actual load data, calculate the center of gravity parameters of the current vehicle.

[0048] Calculating the center of gravity parameters of the vehicle (such as the center of gravity position, center of gravity height, etc.) based on the actual load data requires combining the vehicle structure parameters and the real-time load distribution measured by the sensors. Specifically, it includes:

[0049] Obtain the wheelbase, track width, empty vehicle mass, and initial center of gravity. The dynamic load is the vertical force F 1、 F2, …, F n , where the total vehicle mass M = (F1 + F2 + … + F n ) / g.

[0050] Calculate the distance from the center of gravity to the front axle through the front and rear axle load distributions. According to the moment balance (taking the moment about the front axle): the total load of the rear axle × wheelbase = total mass × g × longitudinal position of the center of gravity. The longitudinal position of the center of gravity can be obtained.

[0051] Calculate the center of gravity offset through the left and right wheel load distributions (assuming the center of gravity lateral position is 0 when the design is symmetric). Take the moment about the left wheel: the total load of the right side × track width = total mass × g × (longitudinal position of the center of gravity + T / 2, T is the track width). The lateral position of the center of gravity can be obtained.

[0052] According to the vehicle's roll angle θ, measure the left and right wheel loads after tilting, and the height of the center of gravity can be obtained based on the moment balance. Process 2: Determine the road condition information based on the center of gravity parameters.

[0053] When the center of gravity parameters are different from the initial parameters, it indicates that the road condition of the vehicle has changed. For example, the vehicle may be going uphill, downhill, or driving on an uneven road surface. Since different road conditions will cause different changes in the vehicle's center of gravity, such as the vehicle's center of gravity moving backward when going uphill and forward when going downhill. Therefore, by analyzing the current center of gravity parameters, the specific road condition information of the vehicle can be inferred.

[0054] Case 1: If the road condition information is an uphill road condition, increase the output power of each current hub motor.

[0055] When it is determined that the road condition information is "uphill road condition", the system automatically increases the output power of each current hub motor. This is because when going uphill, the vehicle needs to do work against gravity, and increasing the power output can provide a greater driving force to ensure that the vehicle climbs the slope smoothly and avoid stalling or stopping due to insufficient power.

[0056] Case 2: If the road condition information is a downhill road condition, combine the electric braking system and the energy control system to reduce the output power of each current hub motor.

[0057] When it is determined that the road condition information is "downhill road condition", the system combines the electric braking system and the energy control system to reduce the output power of each current hub motor. This is because when going downhill, the vehicle will accelerate due to gravity. By using electric braking (regenerative braking), part of the kinetic energy can be converted into electrical energy for storage, and at the same time, the vehicle speed can be reduced to avoid overheating of the brakes.

[0058] Further, as a Figure 1 and Figure 2 specific implementation of the method shown, this embodiment provides a vehicle control device, as Figure 3 shown, the device includes: a collection unit 31, a calculation unit 32, and a processing unit 33.

[0059] The collection unit 31 is configured to collect first vehicle parameters in real time; the first vehicle parameters include the actual load data of each wheel;

[0060] The calculation unit 32 is configured to calculate the center of gravity parameters of the current vehicle based on the actual load data;

[0061] The processing unit 33 is configured to calculate and control the output power of each hub motor according to the actual load data and the center of gravity parameters of the vehicle through an independent torque distribution algorithm, so that the output power of each hub motor matches the actual load data of each wheel.

[0062] In a specific application scenario, the acquisition unit 31 is specifically configured to obtain second vehicle parameters, where the second vehicle parameters include at least one of the current vehicle speed, vehicle steering angle, and ground adhesion; based on the second vehicle parameters, adjust the output power of each hub motor through the independent torque distribution algorithm to adjust the torque difference between the left and right wheels of the vehicle; the torque difference is obtained based on the torque calculated from the output power of the left and right wheel hub motors.

[0063] In a specific application scenario, the calculation unit 32 is further specifically configured to, when the center of gravity parameter is different from the initial center of gravity parameter, judge the current road condition information according to the center of gravity parameter to obtain a judgment result; adjust the output power of each hub motor based on the judgment result; where the initial parameter is the center of gravity inclination angle when the vehicle is on a flat road condition.

[0064] In a specific application scenario, the processing unit 33 is further specifically configured to, in response to the road condition information being an uphill road condition, increase the output power of each current hub motor; in response to the road condition information being a downhill road condition, combine the electric braking system and the energy control system to reduce the output power of each current hub motor.

[0065] In a specific application scenario, the processing unit 33 is further specifically configured to, in response to a preset working condition instruction, predict the center of gravity change trend according to the current center of gravity parameter; control the output power of each hub motor according to the center of gravity change trend.

[0066] It should be noted that for other corresponding descriptions of each functional unit involved in the vehicle control method provided in this embodiment, reference can be made to the corresponding descriptions in Figure 1 and Figure 2 and will not be elaborated here.

[0067] Based on the above method as shown in Figure 1 and Figure 2 Accordingly, this embodiment further provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the method as shown in Figure 1 and Figure 2 is implemented.

[0068] Based on such an understanding, the technical solution of this application can be embodied in the form of a software product, and the software product can be stored in a non-volatile storage medium (which can be a CD-ROM, USB flash drive, mobile hard disk, etc.), including several instructions for causing a computer device (which can be a personal computer, server, or network device, etc.) to execute the methods of various implementation scenarios of this application.

[0069] Based on the above as shown in Figure 1 and Figure 2The method shown, and Figure 3 The virtual device embodiment shown. To achieve the above object, an embodiment of the present application further provides an electronic device, such as intelligent terminals like smart phones, tablet computers, drones, intelligent robots, etc. The device includes a storage medium and a processor; the storage medium is used to store a computer program; the processor is used to execute the computer program to implement the above such as Figure 1 and Figure 2 The method shown.

[0070] Optionally, the above-mentioned physical device may further include a user interface, a network interface, a camera, a radio frequency (RF) circuit, sensors, an audio circuit, a WI-FI module, etc. The user interface may include a display screen (Display), an input unit such as a keyboard (Keyboard), etc. Optionally, the user interface may further include a USB interface, a card reader interface, etc. The network interface may optionally include a standard wired interface, a wireless interface (such as a WI-FI interface), etc.

[0071] Those skilled in the art can understand that the above-mentioned physical device structure provided in this embodiment does not constitute a limitation on the physical device, and it may include more or fewer components, or combine certain components, or have different component arrangements.

[0072] The storage medium may further include an operating system and a network communication module. The operating system is a program for managing the hardware and software resources of the above-mentioned physical device, and supports the operation of information processing programs and other software and / or programs. The network communication module is used to implement communication between components inside the storage medium, and communication between other hardware and software in the information processing physical device.

[0073] Based on the above such as Figure 1 and Figure 2 The method shown, and Figure 3 The virtual device embodiment shown. This embodiment further provides a chip, including one or more interface circuits and one or more processors; the interface circuit is used to receive a signal from the memory of the electronic device and send the signal to the processor, and the signal includes computer instructions stored in the memory; when the processor executes the computer instructions, the electronic device is enabled to execute the above such as Figure 1 and Figure 2 The method shown.

[0074] Through the description of the above embodiments, those skilled in the art can clearly understand that the present application can be implemented by means of software plus a necessary general hardware platform, or can also be implemented by hardware. By applying the solution of this embodiment, compared with the related art, in this embodiment, the left and right in-wheel motors no longer distribute power through a traditional mechanical differential, but adopt independent control of torque output. And based on the independent torque distribution algorithm, while ensuring that the overall force of the vehicle meets the vehicle requirements, through the independent torque control of the left and right in-wheel motors, the precise distribution of the driving force is realized to adapt to different road condition requirements.

[0075] It should be noted that in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including a..." does not exclude the existence of additional identical elements in the process, method, article or device including the said element.

[0076] The above are only specific embodiments of the present application, enabling those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to these embodiments described herein, but will conform to the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A vehicle control method, characterized in that, The output powers of the in-wheel motors controlling the left and right wheels of the vehicle are independently controlled; the method includes: Collecting first vehicle parameters in real time; the first vehicle parameters include the actual load data of each wheel; Calculating the center of gravity parameters of the current vehicle based on the actual load data; Calculating and controlling the output powers of the in-wheel motors according to the actual load data and the center of gravity parameters of the vehicle through an independent torque distribution algorithm, so that the output powers of the in-wheel motors match the actual load data of each wheel.

2. The method according to claim 1, wherein After calculating and controlling the output powers of the in-wheel motors according to the actual load data and the center of gravity parameters of the vehicle through an independent torque distribution algorithm, so that the output powers of the in-wheel motors match the actual load data of each wheel, the method further includes: Obtaining second vehicle parameters, the second vehicle parameters including at least one of the current vehicle speed, vehicle steering angle, and ground adhesion; Adjusting the output powers of the in-wheel motors through the independent torque distribution algorithm based on the second vehicle parameters to adjust the torque difference between the left and right wheels of the vehicle; The torque difference is obtained based on the torques calculated from the output powers of the left and right in-wheel motors.

3. The method according to claim 1 or 2, characterized in that, The method further includes: When the center of gravity parameters are different from the initial center of gravity parameters, judging the current road condition information according to the center of gravity parameters to obtain a judgment result; Adjusting the output powers of the in-wheel motors based on the judgment result; Wherein, the initial parameters are the center of gravity inclination angles of the vehicle in a flat road condition.

4. The method according to claim 3, wherein The judgment result is used to determine the current road condition information; The adjusting the output powers of the in-wheel motors based on the judgment result includes: In response to the road condition information being an uphill road condition, increasing the output powers of the current in-wheel motors; In response to the road condition information being a downhill road condition, combining the electric braking system and the energy control system to reduce the output powers of the current in-wheel motors.

5. The method according to any one of claims 1-4, characterized in that, The method further includes: In response to a preset working condition instruction, predicting the center of gravity change trend according to the current center of gravity parameters; Controlling the output powers of the in-wheel motors according to the center of gravity change trend.

6. A vehicle control device, characterized in that, Including: A collecting unit configured to collect first vehicle parameters in real time; The first vehicle parameters include the actual load data of each wheel; A calculating unit configured to calculate the center of gravity parameters of the current vehicle based on the actual load data; A processing unit configured to calculate and control the output powers of the in-wheel motors according to the actual load data and the center of gravity parameters of the vehicle through an independent torque distribution algorithm, so that the output powers of the in-wheel motors match the actual load data of each wheel.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that, The computer program, when executed by a processor, implements the method according to any one of claims 1 to 5.

8. A computer program product having a computer program stored thereon, characterized in that, The computer program, when executed by a processor, implements the method according to any one of claims 1 to 5.

9. An electronic device, comprising a storage medium, a processor, and a computer program stored on the storage medium and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method according to any one of claims 1 to 5.

10. A vehicle, characterized in that, The vehicle includes the vehicle control device according to claim 6, or the electronic device according to claim 9.

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