Vehicle control method, device and system, vehicle, medium and product

Abstract

The invention relates to a vehicle control method, device and system, a vehicle, a medium and a product, the method is applied to a power chassis control system of the vehicle, and the power chassis control system is used for controlling a power domain actuator and a chassis domain actuator of the vehicle. The method comprises the steps that when the vehicle activates an active stability control function, a power chassis control system calculates the current target slip rate of the vehicle according to the current target driving torque, the current target braking force and the current target suspension height; and based on the current actual slip rate, the current target slip rate and the current transient control parameters of the vehicle, determining predicted transient control parameters of the vehicle at the next moment, and at the next moment, according to the demand control parameters and the predicted transient control parameters of a driver, controlling a power domain actuator and a chassis domain actuator to perform anti-slip control on the vehicle, according to the technical scheme, the timeliness of anti-skid treatment on the vehicle is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and particularly relates to a vehicle control method, device, system, vehicle, medium and product. Background Art

[0002] Vehicle skidding refers to the sudden loss of adhesion between the tires and the road surface, resulting in a dangerous phenomenon where the vehicle loses its expected driving trajectory or the power transmission fails. Vehicle skidding can directly lead to vehicle out of control, causing the driver to lose the ability to control the driving trajectory of the vehicle and even triggering traffic accidents. Therefore, how to prevent vehicle skidding is an urgent problem to be solved.

[0003] Figure 1 The following is a schematic structure of a vehicle control system provided by the prior art. As Figure 1 shown, the existing vehicle control system 10 includes: an intelligent driving system 11, a cockpit system 12, a power domain actuator 13, a chassis domain actuator 14, a power domain control system 15, and a chassis domain control system 16. Among them, the power domain control system 15 is respectively communicatively connected to the intelligent driving system 11, the cockpit system 12, and the power domain actuator 13 for controlling the power domain actuator 13; the chassis domain control system 16 is respectively communicatively connected to the intelligent driving system 11, the cockpit system 12, and the chassis domain actuator 14 for controlling the chassis domain actuator 14. When the vehicle is skidding, the existing control method is as follows: the power domain control system 15 determines the target driving torque of each skidding wheel through the moment of inertia, wheel radius, angular acceleration, slip ratio, vehicle speed, and torque of each skidding wheel, and then controls the power domain actuator 13 according to the target driving torque, the requested torque of the vehicle, and the target yaw torque to control the wheel torque. However, the power domain control system 15 itself cannot collect the angular acceleration and slip ratio, and needs to obtain the angular acceleration and wheel speed from the chassis domain control system 16 to determine the slip ratio through the wheel speed. In this way, the power domain control system 15 needs to perform data interaction with the chassis domain control system 16 to obtain the aforementioned angular acceleration and wheel speed, and the periodic delay generated by this data interaction process will result in the inability to timely perform anti-skid control on the vehicle. Summary of the Invention

[0004] One of the purposes of the present invention is to provide a vehicle control method to solve the problem of poor timeliness of anti-skid control of vehicles in the prior art; the second purpose is to provide a vehicle control device; the third purpose is to provide a power chassis control system; the fourth purpose is to provide a vehicle; the fifth purpose is to provide a computer-readable storage medium; the sixth purpose is to provide a computer program product.

[0005] To achieve the above purposes, the technical solutions adopted by the present invention are as follows:

[0006] A vehicle control method is applied to the power chassis control system of a vehicle. The power chassis control system is used to control the power domain actuators and chassis domain actuators of the vehicle. The method includes:

[0007] When the vehicle activates the active stability control function, calculate the current target slip ratio of the vehicle according to the current target driving torque, the current target braking force, and the current target suspension height;

[0008] Based on the current actual slip ratio of the vehicle, the current target slip ratio, and the current transient control parameters, determine the predicted transient control parameters of the vehicle at the next moment. The current transient control parameters include the parameters for controlling the power domain actuators and the chassis domain actuators at the current moment, which are obtained by predicting the parameters for controlling the power domain actuators and the chassis domain actuators at the previous moment;

[0009] At the next moment, control the power domain actuators and the chassis domain actuators according to the driver's required control parameters and the predicted transient control parameters to perform anti-skid control on the vehicle.

[0010] According to the above technical means, the power chassis control system integrates all chassis functions and all power functions, and all data processing can be achieved in this one system, reducing the time delay caused by inter-system communication and effectively improving the effectiveness of anti-skid processing. Moreover, since adjusting the suspension height can adjust the vehicle's center of gravity, thereby enhancing the tire grip and preventing the vehicle from lifting off the ground. Therefore, when performing anti-skid control on the vehicle by combining the factor of suspension height, the vehicle can be controlled to the normal non-skidding state more promptly. Further, since the braking force can directly apply a resistance moment to the wheels and can quickly, strongly, and directly reduce the rotational speed of the skidding wheels, therefore, on the basis of combining the suspension height and the driving torque, further combining the braking force to perform anti-skid control on the vehicle can more effectively improve the control timeliness. Finally, the predicted transient control parameters at the next moment can be predicted according to the current actual slip ratio, the current target slip ratio, and the current transient control parameters, so that after obtaining the driver's required control parameters at the next moment, the vehicle can be controlled, reducing the amount of data that needs to be calculated before control at each moment and improving the timeliness of anti-skid control of the vehicle.

[0011] Further, the determining the predicted transient control parameters of the vehicle at the next moment based on the current actual slip ratio of the vehicle, the current target slip ratio, and the current transient control parameters includes:

[0012] Determine the initial predicted transient control parameters of the vehicle at the next moment according to the current actual slip ratio, the current target slip ratio, and the current transient control parameters;

[0013] Obtain the predicted slip ratio and the predicted target slip ratio of the vehicle at the next moment according to the initial predicted transient control parameter;

[0014] If it is determined according to the predicted slip ratio and the predicted target slip ratio that the initial predicted transient control parameter needs to be corrected, then correct the initial predicted transient control parameter according to the predicted slip and the predicted target slip ratio to obtain the predicted transient control parameter of the vehicle at the next moment;

[0015] If it is determined according to the predicted slip ratio and the predicted target slip ratio that the initial predicted transient control parameter does not need to be corrected, then use the initial predicted transient control parameter as the predicted transient control parameter of the vehicle at the next moment.

[0016] According to the above technical means, first determine the initial predicted transient control parameter of the vehicle at the next moment, and then correct the initial predicted transient control parameter according to the deviation degree between the predicted slip ratio difference and the predicted target slip ratio, which can effectively ensure the accuracy of the generated transient control parameter, thereby improving the accuracy of the anti-skid control and ensuring the driving safety of the vehicle.

[0017] Further, the method further includes:

[0018] If the difference between the predicted slip ratio and the predicted target slip ratio is greater than the first preset slip ratio difference, it is determined that the initial predicted transient control parameter needs to be corrected;

[0019] Otherwise, it is determined that the initial predicted transient control parameter does not need to be corrected.

[0020] According to the above technical means, when the difference between the predicted slip ratio and the predicted target slip ratio is greater than the first preset slip ratio difference, it indicates that if the initial predicted transient control parameter is applied at the next moment, there will still be a certain degree of slipping problem at the next moment. In order to ensure that the vehicle can be corrected to the normal non-slipping state as soon as possible, it is necessary to increase the anti-skid control force of the vehicle, that is, correct the initial predicted transient control parameter to improve the timeliness of the anti-skid treatment.

[0021] Further, the determining the initial predicted transient control parameter of the vehicle at the next moment according to the current actual slip ratio, the current target slip ratio and the current transient control parameter includes:

[0022] Determine the difference between the current actual slip ratio and the current target slip ratio as the current actual slip ratio difference;

[0023] If the current actual slip ratio satisfies the first condition, determine the initial predicted transient driving torque target value of the vehicle at the next moment according to the current transient driving torque target value, and determine the initial predicted transient suspension height target value of the vehicle at the next moment according to the current transient suspension height target value; the current transient control parameters include the current transient driving torque target value and the current transient suspension height target value, and the initial predicted transient control parameters include the initial predicted transient driving torque target value and the initial predicted transient suspension height target value;

[0024] If the current actual slip ratio satisfies the second condition, determine the initial predicted transient driving torque target value of the vehicle at the next moment according to the current transient driving torque target value, determine the initial predicted transient suspension height target value of the vehicle at the next moment according to the current transient suspension height target value, and determine the initial predicted transient braking force target value of the vehicle at the next moment according to the current transient braking force target value; the current transient control parameters include the current transient driving torque target value, the current transient suspension height target value and the current transient braking force target value, and the initial predicted transient control parameters include the initial predicted transient driving torque target value, the initial predicted transient suspension height target value and the initial predicted transient braking force target value;

[0025] Wherein, the first condition includes that the current actual slip ratio difference is greater than a second preset slip ratio difference and less than a third preset slip ratio difference, the second condition includes that the current actual slip ratio difference is greater than or equal to the third preset slip ratio difference, and the second preset slip ratio difference is less than the third preset slip ratio difference.

[0026] According to the above technical means, by comparing the current actual slip ratio difference with the second preset slip ratio difference and the third preset slip ratio difference respectively, the skidding condition of the vehicle is determined. When the skidding condition of the vehicle is relatively light, only the driving torque and suspension height of the vehicle are controlled, ensuring the riding experience of the user while ensuring the anti-skid effect; when the skidding condition of the vehicle is relatively serious, in order to avoid traffic accidents and affect the safety of the user, the driving torque, braking force and suspension height of the vehicle are comprehensively controlled to quickly control the vehicle to a safe non-skidding state, improving the timeliness and effect of vehicle control.

[0027] Further, if it is determined according to the predicted slip ratio and the predicted target slip ratio that the initial predicted transient control parameters need to be corrected, then correct the initial predicted transient control parameters according to the predicted slip ratio and the predicted target slip ratio to obtain the predicted transient control parameters of the vehicle at the next moment, including:

[0028] Determine the difference between the predicted slip ratio and the predicted target slip ratio as the predicted slip ratio difference;

[0029] If the predicted slip ratio difference is greater than the first preset slip ratio difference, determine the transient control parameter increment according to the predicted slip ratio difference;

[0030] Superimpose the data of any dimension in the initial predicted transient control parameter on the corresponding dimension data in the transient control parameter increment to correct the initial predicted transient control parameter, and obtain the predicted transient control parameter of the vehicle at the next moment.

[0031] According to the above technical means, according to the deviation degree between the predicted slip ratio difference and the predicted target slip ratio, the initial predicted transient control parameter is corrected with corresponding intensity, so as to generate a transient control parameter, so as to ensure that the generated transient control parameter can make the vehicle as close as possible to the target slip ratio at the next moment, effectively improving the accuracy of anti-skid control and ensuring vehicle driving safety.

[0032] Further, calculating the current target slip ratio of the vehicle according to the current target driving torque, the current target braking force and the current target suspension height includes:

[0033] Determine the current wheel adhesion coefficient of the vehicle according to the current target suspension height, the static suspension height and the suspension stiffness;

[0034] Determine the current wheel normal load of the vehicle according to the current wheel adhesion coefficient, the current target driving torque, the current target braking force and the wheel radius;

[0035] Determine the current target slip ratio of the vehicle according to the current wheel adhesion coefficient, the current wheel normal load, the preset base slip ratio, the preset adjustment factor and the preset wheel adhesion coefficient.

[0036] According to the above technical means, in the traditional method, the target slip ratio is usually a fixed value calibrated according to experience or actual vehicle. It is used to determine the skidding situation of the vehicle. However, under different working conditions, the slip ratio critical point of vehicle skidding is different. It is inaccurate to judge the skidding situation of the vehicle under all working conditions with a unified standard (fixed target slip ratio). In this method, the preset base slip ratio can be dynamically adjusted according to the real-time conditions such as the driving and braking requirements, load changes and suspension state during vehicle operation, so as to generate a current target slip ratio more in line with the current working conditions, and then improve the accuracy of subsequent anti-skid control of the vehicle based on the current target slip ratio.

[0037] Further, the first condition further includes that the current actual slip rate difference is greater than a second preset slip rate difference, and the current actual slip rate difference is less than a third preset slip rate difference, and the target duration is less than a preset duration;

[0038] The second condition further includes that the current actual slip rate difference is greater than a second preset slip rate difference, and the current actual slip rate difference is less than a third preset slip rate difference, and the target duration exceeds the preset duration;

[0039] Wherein, the target duration is used to represent the continuous duration during which the actual slip rate of the vehicle is greater than the second preset slip rate difference and less than the third preset slip rate difference.

[0040] According to the above technical means, when the current actual slip rate difference is greater than the second preset slip rate difference and less than the third preset slip rate difference, it is necessary to further determine the target duration during which the actual slip rate of the vehicle is within this slip rate difference range (the second preset slip rate difference to the third preset slip rate difference). If the target duration is less than the preset duration, it means that the vehicle has just started to skid, and at this time, only controlling the driving torque and suspension height of the vehicle can meet the actual control requirements. When the target duration is greater than or equal to the preset duration, it means that the vehicle has been skidding for a long time and has not improved. That is to say, only by adjusting the driving torque and suspension height to control the anti-skid of the vehicle, the strength is relatively small and cannot meet the actual anti-skid requirements. At this time, it is necessary to comprehensively control the driving torque, transient braking force, and suspension height of the vehicle simultaneously to ensure the anti-skid effect.

[0041] Further, determining the initial predicted transient driving torque target value of the vehicle at the next moment according to the current transient driving torque target value includes:

[0042] Determining the initial predicted transient driving torque target value of the skidding axle at the next moment according to the current transient driving torque target value of the skidding axle of the vehicle and the current driving attenuation coefficient, where the current driving attenuation coefficient is related to the current actual slip rate;

[0043] Determining the initial predicted transient driving torque target value of the non-skidding axle at the next moment according to the current transient driving torque target value of the non-skidding axle of the vehicle and the torque transfer amount at each moment;

[0044] Determine the initial predicted transient drive torque target value of each wheel of the vehicle according to the drive configuration of the vehicle, the initial predicted transient drive torque target value of the slipping axle, and the initial predicted transient drive torque target value of the non-slipping axle. The initial predicted transient drive torque target value of the vehicle includes the initial predicted transient drive torque target value of each wheel.

[0045] Further, the determining the initial predicted transient suspension height target value of the vehicle at the next moment according to the current transient suspension height target value includes:

[0046] Determine the current height decay coefficient corresponding to the current actual slip rate difference according to the current actual slip rate difference;

[0047] Calculate the product of the current height decay coefficient and the time interval, where the time interval refers to the interval between the current moment and the next moment;

[0048] Determine the difference obtained by subtracting the product from the current target suspension height as the suspension height to be selected;

[0049] If the preset suspension height is greater than or equal to the suspension height to be selected, determine the preset suspension height as the initial predicted transient suspension height target value;

[0050] If the preset suspension height is less than the suspension height to be selected, determine the suspension height to be selected as the initial predicted transient suspension height target value.

[0051] Further, the determining the initial predicted transient braking force target value of the vehicle at the next moment according to the current transient braking force target value includes:

[0052] Determine the initial predicted transient braking force target value of each wheel of the slipping axle at the next moment according to the current transient braking force target value of the slipping axle of the vehicle and the braking force change coefficient. The initial predicted transient braking force target value of the vehicle includes the initial predicted transient braking force target value of each wheel, and the braking force change coefficient is related to the current vehicle speed.

[0053] A vehicle control device is applied to the power chassis control system of a vehicle. The power chassis control system is used to control the power domain actuator and the chassis domain actuator of the vehicle. The vehicle control device includes:

[0054] A calculation module, configured to calculate the current target slip rate of the vehicle according to the current target drive torque, the current target braking force, and the current target suspension height when the vehicle activates the active stability control function;

[0055] A determination module, configured to determine a predicted transient control parameter of the vehicle at the next moment based on the current actual slip ratio, the current target slip ratio, and the current transient control parameter of the vehicle, where the current transient control parameter includes a parameter predicted based on the control parameters of the power domain actuator and the chassis domain actuator at the previous moment, and the parameter for controlling the power domain actuator and the chassis domain actuator at the current moment;

[0056] A control module, configured to control the power domain actuator and the chassis domain actuator according to the demand control parameter of the driver and the predicted transient control parameter at the next moment to perform anti-skid control on the vehicle.

[0057] Further, the determination module is specifically configured to:

[0058] Determine an initial predicted transient control parameter of the vehicle at the next moment according to the current actual slip ratio, the current target slip ratio, and the current transient control parameter;

[0059] Obtain a predicted slip ratio and a predicted target slip ratio of the vehicle at the next moment according to the initial predicted transient control parameter;

[0060] If it is determined that the initial predicted transient control parameter needs to be corrected according to the predicted slip ratio and the predicted target slip ratio, then correct the initial predicted transient control parameter according to the predicted slip ratio and the predicted target slip ratio to obtain the predicted transient control parameter of the vehicle at the next moment;

[0061] If it is determined that the initial predicted transient control parameter does not need to be corrected according to the predicted slip ratio and the predicted target slip ratio, then use the initial predicted transient control parameter as the predicted transient control parameter of the vehicle at the next moment.

[0062] Further, the determination module is further configured to:

[0063] If the difference between the predicted slip ratio and the predicted target slip ratio is greater than a first preset slip ratio difference, it is determined that the initial predicted transient control parameter needs to be corrected;

[0064] Otherwise, it is determined that the initial predicted transient control parameter does not need to be corrected.

[0065] Further, the determination module is specifically configured to:

[0066] Determine the difference between the current actual slip ratio and the current target slip ratio as the current actual slip ratio difference;

[0067] If the current actual slip ratio satisfies the first condition, determine the initial predicted transient driving torque target value of the vehicle at the next moment according to the current transient driving torque target value, and determine the initial predicted transient suspension height target value of the vehicle at the next moment according to the current transient suspension height target value; the current transient control parameters include the current transient driving torque target value and the current transient suspension height target value, and the initial predicted transient control parameters include the initial predicted transient driving torque target value and the initial predicted transient suspension height target value;

[0068] If the current actual slip ratio satisfies the second condition, determine the initial predicted transient driving torque target value of the vehicle at the next moment according to the current transient driving torque target value, determine the initial predicted transient suspension height target value of the vehicle at the next moment according to the current transient suspension height target value, and determine the initial predicted transient braking force target value of the vehicle at the next moment according to the current transient braking force target value; the current transient control parameters include the current transient driving torque target value, the current transient suspension height target value, and the current transient braking force target value, and the initial predicted transient control parameters include the initial predicted transient driving torque target value, the initial predicted transient suspension height target value, and the initial predicted transient braking force target value;

[0069] Wherein, the first condition includes that the current actual slip ratio difference is greater than the second preset slip ratio difference and less than the third preset slip ratio difference, the second condition includes that the current actual slip ratio difference is greater than or equal to the third preset slip ratio difference, and the second preset slip ratio difference is less than the third preset slip ratio difference.

[0070] Further, the determining module is specifically configured to:

[0071] Determine the difference between the predicted slip ratio and the predicted target slip ratio as the predicted slip ratio difference;

[0072] If the predicted slip ratio difference is greater than the first preset slip ratio difference, determine the transient control parameter increment according to the predicted slip ratio difference;

[0073] Superimpose the data of any dimension in the initial predicted transient control parameters on the corresponding dimension data in the transient control parameter increment to correct the initial predicted transient control parameters, and obtain the predicted transient control parameters of the vehicle at the next moment.

[0074] Further, the calculating module is specifically configured to:

[0075] Determine the current wheel adhesion coefficient of the vehicle according to the current target suspension height, static suspension height, and suspension stiffness;

[0076] Determine the current wheel normal load of the vehicle according to the current wheel adhesion coefficient, the current target driving torque, the current target braking force, and the wheel radius;

[0077] Determine the current target slip ratio of the vehicle according to the current wheel adhesion coefficient, the current wheel normal load, a preset base slip ratio, a preset adjustment factor, and a preset wheel adhesion coefficient.

[0078] Furthermore, the first condition further includes that the current actual slip ratio difference is greater than a second preset slip ratio difference, and the current actual slip ratio difference is less than a third preset slip ratio difference, and the target duration is less than a preset duration;

[0079] The second condition further includes that the current actual slip ratio difference is greater than a second preset slip ratio difference, and the current actual slip ratio difference is less than a third preset slip ratio difference, and the target duration exceeds the preset duration;

[0080] Wherein, the target duration is used to represent the continuous duration during which the actual slip ratio of the vehicle is greater than the second preset slip ratio difference and the actual slip ratio is less than the third preset slip ratio difference.

[0081] Furthermore, the determining module is specifically configured to:

[0082] Determine the initial predicted transient driving torque target value of the slipping axle at the next moment according to the current transient driving torque target value of the slipping axle of the vehicle and the current driving attenuation coefficient, where the current driving attenuation coefficient is related to the current actual slip ratio;

[0083] Determine the initial predicted transient driving torque target value of the non-slipping axle at the next moment according to the current transient driving torque target value of the non-slipping axle of the vehicle and the torque transfer amount at each moment;

[0084] Determine the initial predicted transient driving torque target value of each wheel of the vehicle according to the drive configuration of the vehicle, the initial predicted transient driving torque target value of the slipping axle, and the initial predicted transient driving torque target value of the non-slipping axle, where the initial predicted transient driving torque target value of the vehicle includes the initial predicted transient driving torque target value of each wheel.

[0085] Furthermore, the determining module is specifically configured to:

[0086] Determine the current height attenuation coefficient corresponding to the current actual slip ratio difference according to the current actual slip ratio difference;

[0087] Calculate the product of the current height decay coefficient and the time interval, where the time interval refers to the interval between the current time and the next time;

[0088] Determine the difference obtained by subtracting the product from the current target suspension height as the suspension height to be selected;

[0089] If the preset suspension height is greater than or equal to the suspension height to be selected, determine the preset suspension height as the initial predicted transient suspension height target value;

[0090] If the preset suspension height is less than the suspension height to be selected, determine the suspension height to be selected as the initial predicted transient suspension height target value.

[0091] Further, the determination module is specifically configured to:

[0092] According to the current transient braking force target value of the slipping axle of the vehicle and the braking force change coefficient, determine the initial predicted transient braking force target value of each wheel of the slipping axle at the next moment. The initial predicted transient braking force target value of the vehicle includes the initial predicted transient braking force target value of each wheel, and the braking force change coefficient is related to the current vehicle speed.

[0093] A power chassis control system, characterized in that it is used to execute the above vehicle control method.

[0094] A vehicle, comprising: a vehicle body and the above power chassis control system.

[0095] A computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are executed by a processor, they are used to implement the above vehicle control method.

[0096] A computer program product includes a computer program, and when the computer program is executed by a processor, it implements the above vehicle control method.

[0097] Advantages of the present invention:

[0098] (1) The dynamic chassis control system integrates all chassis functions and all power functions, and all data processing can be achieved in this one system, reducing the time delay caused by inter-system communication and effectively improving the effectiveness of anti-skid processing. Moreover, since adjusting the suspension height can adjust the vehicle's center of gravity, thereby enhancing the tire's grip and preventing the vehicle from becoming airborne. Therefore, when performing anti-skid processing on the vehicle by considering the factor of suspension height, the vehicle can be controlled to the normal non-slip state more promptly. Further, since the braking force can directly apply a resistance moment to the wheels and can quickly, powerfully, and directly reduce the rotational speed of the slipping wheels, therefore, on the basis of combining the suspension height and the driving torque, further combining the braking force for anti-skid control of the vehicle can more effectively improve the timeliness of control. Finally, the predicted transient control parameter for the next moment can be predicted based on the current actual slip ratio, the current target slip ratio, and the current transient control parameter, so that after obtaining the driver's required control parameter at the next moment, the vehicle can be controlled, reducing the amount of data that needs to be calculated before controlling the vehicle at each moment and improving the timeliness of anti-skid control of the vehicle.

[0099] (2) In the traditional method, the target slip ratio is usually a fixed value calibrated according to experience or actual vehicle tests, which is used to determine the skidding situation of the vehicle. However, under different working conditions, the slip ratio critical point of vehicle skidding is different. It is inaccurate to judge the skidding situation of the vehicle under all working conditions using a unified standard (a fixed target slip ratio). In this technical solution, the preset basic slip ratio can be dynamically adjusted according to the real-time situations such as the driving and braking requirements, load changes, and suspension state during vehicle operation to generate a current target slip ratio that better conforms to the current working condition, thereby improving the accuracy of subsequent anti-skid control of the vehicle based on this current target slip ratio.

[0100] (3) According to the deviation degree between the predicted slip ratio difference and the predicted target slip ratio, the initial predicted transient control parameter is corrected according to the correction strength corresponding to the deviation degree, thereby generating a transient control parameter to ensure that the generated transient control parameter can make the vehicle approach the target slip ratio as much as possible at the next moment, effectively improving the accuracy of anti-skid control and ensuring vehicle driving safety. Description of the Drawings

[0101] Figure 1 is a schematic structural diagram of a vehicle control system provided by the prior art;

[0102] Figure 2 is a schematic structural diagram of a vehicle control system provided by an embodiment of the present invention Figure 1 ;

[0103] Figure 3 is a schematic structural diagram of a vehicle control system provided by an embodiment of the present invention Figure 2 ;

[0104] Figure 4 Schematic structure of the vehicle control system provided by the embodiment of the present invention Figure 3 ;

[0105] Figure 5 Schematic structure of the vehicle control system provided by the embodiment of the present invention Figure 4 ;

[0106] Figure 6 Schematic structure of the vehicle control system provided by the embodiment of the present invention Figure 5 ;

[0107] Figure 7 Schematic flow chart of the vehicle control method provided by the embodiment of the present invention Figure 1 ;

[0108] Figure 8 Schematic flow chart of the vehicle control method provided by the embodiment of the present invention Figure 2 ;

[0109] Figure 9 Schematic flow chart of the vehicle control method provided by the embodiment of the present invention Figure 3 ;

[0110] Figure 10 Schematic flow chart of the configuration method of the vehicle control system provided by the embodiment of the present invention;

[0111] Figure 11 Schematic diagram of the configuration principle of the vehicle control system provided by the embodiment of the present invention;

[0112] Figure 12 Schematic diagram of the structure of the vehicle control device provided by the present invention;

[0113] Figure 13 Schematic diagram of the structure of the vehicle provided by the present invention. Detailed implementation manners

[0114] The following will describe the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand the other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific implementation manners. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for explaining the present invention, rather than for limiting the protection scope of the present invention.

[0115] It should be noted that the illustrations provided in the following embodiments only schematically illustrate the basic concept of the present invention. Therefore, only the components related to the present invention are shown in the drawings, rather than being drawn according to the number, shape, and size of the components in actual implementation. The type, quantity, and proportion of each component in actual implementation can be arbitrarily changed, and the component layout type may also be more complex.

[0116] First, an explanation of the application background related to the present invention will be provided.

[0117] Vehicle skidding refers to the sudden loss of adhesion between the tires and the road surface, resulting in a dangerous phenomenon where the vehicle loses its expected driving trajectory or power transmission fails. This phenomenon essentially reflects the imbalance between tire grip and driving requirements. The friction between the tires and the ground is insufficient to maintain the normal driving state of the vehicle. It often occurs under conditions such as slippery roads, poor tire conditions, or improper driving operations, and is one of the most common safety hazards in vehicle dynamics.

[0118] Exemplarily, when driving in rainy weather, the tires need to drain the water on the road surface to maintain direct contact with the road. If the vehicle speed is too high and the drainage is not timely, a "hydroplaning" phenomenon will occur; on ice and snow roads, the low temperature makes the rubber harden and the friction coefficient drops suddenly, and even a slight throttle or steering operation will cause skidding; tires with long-term use will have reduced friction between the tires and the ground due to tread wear, which will in turn lead to skidding.

[0119] In practical applications, vehicle skidding will directly cause the vehicle to get out of control, making the driver lose the ability to control the driving trajectory of the vehicle. In the high-speed driving state, even a short skid may cause the vehicle to deviate from the lane, resulting in a major accident such as hitting the guardrail or colliding with other vehicles. More dangerously, the vehicle may rotate or skid due to skidding. On a slippery road surface, this out-of-control state often lasts for a long time, greatly increasing the probability and severity of accidents, and even triggering secondary accidents, forming a more dangerous traffic accident.

[0120] Therefore, how to prevent vehicle skidding is an urgent problem to be solved.

[0121] Figure 1 The structural schematic of the vehicle control system provided by the prior art is as Figure 1 shown. The existing vehicle control system 10 includes an intelligent driving system 11, a cockpit system 12, a power domain actuator 13, a chassis domain actuator 14, a power domain control system 15, and a chassis domain control system 16. Among them, the power domain control system 15 is respectively communicatively connected to the intelligent driving system 11, the cockpit system 12, and the power domain actuator 13 for controlling the power domain actuator 13; the chassis domain control system 16 is respectively communicatively connected to the intelligent driving system 11, the cockpit system 12, and the chassis domain actuator 14 for controlling the chassis domain actuator 14.

[0122] Based on Figure 1 For the vehicle structure shown, currently, the anti-skid treatment for the vehicle mainly is: when the vehicle slips, the power domain control system 15 determines the target driving torque of each slipping wheel based on the moment of inertia, wheel radius, angular acceleration, slip ratio, vehicle speed, and torque of each slipping wheel, and then controls the power domain actuator 13 according to the target driving torque, the requested torque of the vehicle, and the target yaw torque to control the wheel torque.

[0123] However, the power domain control system 15 itself cannot collect the angular acceleration and slip ratio, and needs to obtain the angular acceleration and wheel speed from the chassis domain control system 16 to determine the slip ratio based on the wheel speed. In this way, the power domain control system 15 needs to perform data interaction with the chassis domain control system 16 to obtain the aforementioned angular acceleration and wheel speed, and the periodic delay generated in this data interaction process will cause the vehicle to not be anti-skid controlled in a timely manner.

[0124] In summary, the timeliness of the prior art for anti-skid control of vehicles is poor.

[0125] Based on the above technical problems, the technical concept of the present invention is as follows: Considering that the periodic delay generated by the communication interaction between the power domain control system 15 and the chassis domain control system 16 is the main reason for the inability to perform anti-skid control on the vehicle in a timely manner, the inventor found during the research on the vehicle control system that the power domain control system 15 and the chassis domain control system 16 can be integrated to generate a power chassis control system, which can control the power domain actuator 13 and the chassis domain actuator 14. When performing anti-skid treatment on the vehicle, the wheel speed can be directly obtained to calculate the target control parameters for the next moment, which can improve the timeliness of anti-skid treatment for the vehicle.

[0126] The following uses specific embodiments to elaborate in detail on the technical solution of the present invention and how the technical solution of the present invention solves the above technical problems. These several specific embodiments below can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present invention will be described below in conjunction with the drawings.

[0127] First, an explanation is given for the power chassis control system to which the vehicle control method is applied.

[0128] Figure 2 Structural schematic of the vehicle control system provided in the embodiment of the present invention Figure 1 . As Figure 2 shown, the vehicle control system 20 includes: an intelligent driving system 11, a cockpit system 12, a power domain actuator 13, a chassis domain actuator 14, and a power chassis control system 25.

[0129] Among them, the power chassis control system 25 is respectively communicatively connected to the intelligent driving system 11, the cockpit system 12, the power domain actuator 13, and the chassis domain actuator 14.

[0130] Among them, both the intelligent driving system 11 and the cockpit system 12 can be communicatively connected to the power chassis control system 25 through Controller Area Network (CAN) or Ethernet, and both the power domain actuator 13 and the chassis domain actuator 14 can be communicatively connected to the power chassis control system 25 through CAN or Local Interconnect Network (LIN).

[0131] Among them, the power chassis control system 25 includes a power domain control module 2511 and a first chassis domain control module 2512.

[0132] Among them, the power domain control module 2511 includes power control units corresponding to multiple power functions. Exemplarily, the power control units may include a motor control unit, a battery management unit, a charging control unit, a thermal management unit, and a driving unit, etc.

[0133] It should be understood that the power domain control module 2511 is not simply a stack of multiple independent power control units, but a software and hardware collaborative system built on a unified hardware platform. Inside, each functional partition is connected through a high-speed bus to form a hierarchical control network. That is to say, although these power control units maintain logical independence, they share computing resources, power management, and communication interfaces at the physical level.

[0134] Among them, the first chassis domain control module 2512 includes chassis control units corresponding to multiple chassis functions. Exemplarily, the chassis control units may include a by-wire braking unit, a non-by-wire braking unit, a by-wire steering unit, and an electronic parking unit, etc.

[0135] Similar to the power domain control module 2511, the first chassis domain control module 2512 is not simply a stack of multiple independent chassis control units, but a software and hardware collaborative system built on a unified hardware platform. Inside, each functional partition is connected through a high-speed bus to form a hierarchical control network.

[0136] It should be understood that the power domain control module 2511 and the first chassis domain control module 2512 are also connected through a high-speed bus. Although the power domain control module 2511 and the first chassis domain control module 2512 maintain logical independence, they share computing resources, power management, and communication interfaces at the physical level.

[0137] Specifically, the power chassis control system 25 is used to control the power domain actuator 13 through the power domain control module 2511 and control the chassis domain actuator 14 through the first chassis domain control module 2512 according to the control instructions input by the intelligent driving system ll or the cockpit system 12.

[0138] It should be understood that the control instruction can be a control instruction generated by the intelligent driving system 11 or the cockpit system 12 in response to the user's operation, or can be automatically generated by the intelligent driving system 11 or the cockpit system 12 through its own processing logic in response to the driving environment.

[0139] For example, the driver can click the active stability control function button on the instrument panel or the central control area, and the cockpit system 12 will generate a control instruction in response to the user's click operation, and this control instruction is used to control the vehicle to turn on the active anti-skid control function.

[0140] In a possible implementation manner, when the power chassis control system 25 obtains the control instructions input by the intelligent driving system 11 and the cockpit system 12, it processes the control instructions and the data of each sensor through the power domain control module 2511 and the first chassis domain control module 2512, and then controls the corresponding actuator.

[0141] Optionally, the power chassis control system 25 may further include a calculation module for calculating common parameters. The power domain control module 2511 can obtain the parameters calculated by the calculation module for subsequent operations.

[0142] Exemplarily, the calculation module can be used to calculate the current actual slip ratio and the current target slip ratio of the vehicle to determine whether the vehicle is currently skidding.

[0143] In the prior art, due to the periodic delay in communication between different systems, the data generated or obtained at the current moment in the chassis domain controller can only be obtained by the power domain controller system in the next time period (or even after multiple time periods), and the vehicle state has changed at this time, resulting in the power domain controller calculating based on outdated data, which cannot ensure the accuracy and timeliness of subsequent vehicle control. In this embodiment, by integrating the power domain control system and the chassis domain control system into the same system (the power chassis control system 25), the periodic delay caused by communication and interaction between different systems is avoided, the timeliness of obtaining data is ensured, and the timeliness of vehicle control based on the obtained data is improved.

[0144] Furthermore, there is also a problem of inconsistent control objectives in the prior art. Specifically, at the current moment, the chassis domain control system performs anti-skid processing on the vehicle based on the data collected or generated at the current moment and formulates an anti-skid objective. However, the power domain control system performs anti-skid processing on the vehicle based on the outdated data obtained from the chassis domain control system and formulates an anti-skid objective. The anti-skid objectives formulated by the two are inconsistent, which in turn leads to problems such as conflicts or excessive braking in the driving torque and braking force applied to the vehicle. In the embodiment of the present invention, by integrating the power domain control system and the chassis domain control system into the same system (the power chassis control system 25), at this time, both can obtain the data at the same moment, and thus can unify the control objectives of the chassis domain and the power domain, so that the power domain actuator and the chassis domain actuator can be controlled simultaneously according to the calculation results corresponding to the unified control objective, effectively ensuring the accuracy of vehicle control.

[0145] Furthermore, the power chassis control system 25 can be placed either in the same controller or in two or more controllers. When the power chassis control system 25 is placed in two controllers, a part of the processing logic in the power chassis control system 25 can be placed in one controller, and the other part of the processing logic can be placed in another controller; or partial identical processing logic can be placed in the two controllers, and different processing logic can be placed separately; or completely identical processing logic can be placed in the two controllers. When there is identical processing logic in the two controllers, when a problem occurs in this part of the processing logic of one controller, the corresponding identical processing logic in the other controller can be called to continue to control the vehicle.

[0146] Furthermore, when the power chassis control system 25 is placed in one controller, one chip can be set in this controller, or two chips can be set in this controller. When two chips are set in this controller, a part of the processing logic in the power chassis control system 25 can be placed in one chip, and the other part of the processing logic can be placed in another chip; or partial identical processing logic can be placed in the two chips, and different processing logic can be placed separately; or completely identical processing logic can be placed in the two chips. When there is identical processing logic in the two chips, when a problem occurs in this part of the processing logic of one chip, the corresponding identical processing logic in the other controller can be called to continue to control the vehicle.

[0147] It should be understood that the two chips can communicate based on inter-core, Ethernet or CAN.

[0148] On the basis of the Figure 2 illustrated embodiment, the structure of the vehicle control system 20 when the power chassis control system 25 is placed in two controllers is explained. Figures 3 - 6 ​

[0149] Figure 3 Structural schematic of the vehicle control system provided by the embodiment of the present invention Figure 2 As Figure 3 shown, the power chassis control system 25 includes a first controller 251 and a second controller 252 that are communicatively connected. The first controller 251 includes a power domain control module 2511 and a first chassis domain control module 2512, and the second controller 252 includes a first chassis domain control redundancy module 2521 corresponding to the first chassis domain control module 2512.

[0150] Among them, the processing logic in the first chassis domain control redundancy module 2521 is the same as the processing logic in the first chassis domain control module 2512.

[0151] In a possible implementation, the first chassis domain control module 2512 includes chassis control units corresponding to all chassis functions, and the first chassis domain control redundancy module 2521 also includes chassis control units corresponding to all chassis functions.

[0152] In the embodiment of the present invention, since the chassis control unit affects the driving safety of the vehicle, a failure will affect the personal safety of the user. Therefore, redundant backup is performed on the chassis control function so that when the first controller 251 fails, the chassis control unit of the second controller 252 is used to control the chassis to ensure the driving safety of the vehicle.

[0153] Figure 4 Structural schematic of the vehicle control system provided by the embodiment of the present invention Figure 3 As Figure 4 shown, the power chassis control system 25 includes a first controller 251 and a second controller 252 that are communicatively connected. The first controller 251 includes a power domain control module 2511, a second chassis domain control module 2513, and a third chassis domain control module 2514, and the second controller 252 includes a second chassis domain control redundancy module 2522 and a fourth chassis domain control module 2523.

[0154] Among them, the processing logic in the second chassis domain control module 2513 is the same as the processing logic in the second chassis domain control redundancy module 2522.

[0155] Among them, the third chassis domain control module 2514 and the fourth chassis domain control module 2523 include different chassis functions.

[0156] In a practical implementation, the priority of each chassis function can be determined first. The higher the priority, the more urgent the chassis function is and the more it affects the driving safety of the vehicle. After that, the chassis control units corresponding to the chassis functions whose priorities meet the conditions (the priority is greater than the preset value or the priority is among the top several) are configured as the chassis control units that the second chassis domain control module 2513 needs to include. That is, these chassis control units need to perform redundant backup control.

[0157] The chassis control units not included in the second chassis domain control module 2513 can be separately deployed in the first controller 251 or the second controller 252. That is, the chassis control units not included in the second chassis domain control module 2513 do not need to perform redundant control.

[0158] In practical applications, the first controller 251 is the main controller, which integrates the core functions of the power domain control module 2511 and the first chassis domain control module 2512, and is responsible for the coordinated control of the vehicle power distribution and chassis dynamics. Among them, the second controller 252 is a redundant controller. The second chassis domain control redundant module 2522 adopts the same processing logic and algorithm as the second chassis domain control module 2513. When the first controller 251 fails, the second controller 252 can be used to replace the first controller 251 to process data, providing double protection for safety-critical functions such as steering and braking.

[0159] In Figure 4 the illustrated embodiment, some chassis control units that will affect the driving safety of the vehicle can be redundantly backed up in advance according to the priority of the chassis control units. When the first controller 251 fails, the chassis control units of the second controller 252 are used to control the chassis, ensuring the driving safety of the vehicle. At the same time, since the second controller 252 only needs to perform redundant backup on some important chassis control units, a lower-cost controller can be used to achieve this, saving the overall cost of the vehicle control system and the memory space of the second controller 252.

[0160] In Figure 3 this Figure 5 is the structural schematic Figure 4 of the vehicle control system provided by the embodiment of the present invention. Figure 5 As

[0161] shown, the second controller 252 further includes a power domain control redundant module 2524 corresponding to the power domain control module 2511, and the processing logic in the power domain control redundant module 2524 is the same as that in the power domain control module 2511. Figure 3Compared with the shown embodiment, on the basis of including the first chassis domain control redundancy module 2521, the second controller 252 further includes a power domain control redundancy module 2524. In this way, when the power domain control module 2511 in the second controller 252 fails, the power domain control redundancy module 2524 in the second controller 252 can be used to control the power of the vehicle to ensure driving safety of the vehicle.

[0162] Based on Figure 4 this, Figure 6 is a schematic structural diagram of a vehicle control system provided by an embodiment of the present invention Figure 5 As Figure 6 shown, the second chassis domain control module 2513 includes a by-wire / non-by-wire braking unit, an electronic parking unit, and a by-wire steering unit, and the second chassis domain control redundancy module 2522 includes a by-wire / non-by-wire braking redundancy unit, an electronic parking redundancy unit, and a by-wire steering redundancy unit.

[0163] Among them, the processing logics of the by-wire / non-by-wire braking unit in the first chassis domain control module 2512 and the by-wire / non-by-wire braking redundancy unit in the first chassis domain control redundancy module 2521 are the same; the processing logics of the electronic parking unit in the first chassis domain control module 2512 and the electronic parking redundancy unit in the first chassis domain control redundancy module 2521 are the same; the processing logics of the by-wire steering unit in the first chassis domain control module 2512 and the by-wire steering redundancy unit in the first chassis domain control redundancy module 2521 are the same.

[0164] Among them, the fourth chassis domain control module 2523 further includes a suspension unit.

[0165] Since the suspension unit is mainly used to control the suspension to improve the comfort of users and has little impact on vehicle driving safety, the suspension unit can be not redundantly backed up, thereby saving the computing resources of the controller and saving costs. Further, since there are many modules and units deployed in the first controller 251, in order to avoid preempting the computing resources of other key units in the first controller 251 and improve the processing efficiency of the first controller 251, the suspension unit can be deployed in the fourth chassis domain control module 2523 of the second controller 252.

[0166] Among them, the power domain control module 2511 includes a drive unit.

[0167] Exemplarily, the power domain actuator 13 can act on at least one of a power battery, a centralized electric drive, a distributed electric drive, an on-board charger (OBC), and a DC-DC converter (DCDC). The chassis domain actuator 14 can include at least one of a feel simulation actuator, a steering assist actuator, a wheel-end braking actuator, and a suspension actuator.

[0168] Specifically, the user can activate the active stability control function through the cockpit system 12. In response to the user's activation operation, the cockpit system 12 activates the active stability control function and sends a signal to the power chassis control system 25 to instruct the power chassis control system 25 to perform anti-skid control on the vehicle. Subsequently, based on the current target driving torque, the current target braking force, the current target suspension height, the current actual slip ratio, and the current transient control parameters, the power chassis control system 25 determines the target control parameters for the next moment in combination with the driver's required control parameters at the next moment. The target control parameters include the target braking force, the target driving torque, and the target suspension height. Furthermore, the chassis domain actuator 14 is controlled by the target braking force and the target suspension height, and the power domain actuator 13 is controlled by the target driving torque.

[0169] It should be understood that which components the power domain actuator 13 specifically controls and which actuators the chassis domain actuator 14 specifically includes are pre-configured according to the vehicle configuration.

[0170] It should be understood that Figure 6 the third chassis domain control module 2514 is not provided in the illustrated embodiment. That is, for Figure 4 the illustrated embodiment, it can be determined whether to provide the third chassis domain control module 2514 and / or the fourth chassis domain control module 2523 according to the actual situation.

[0171] It should be understood that Figures 2 - 6 The vehicle control system provided by any of the embodiments can cover all range-extended and pure-electric centralized drive configurations, namely front-wheel drive two-wheel drive, rear-wheel drive two-wheel drive, dual-motor four-wheel drive, front centralized electric drive and rear distributed electric drive, front distributed electric drive and rear centralized electric drive, and four-motor distributed drive configurations. At the same time, it covers chassis types in the transverse, longitudinal, and vertical directions such as wire-controlled braking, non-wire-controlled braking, wire-controlled steering, non-wire-controlled steering, active hydraulic suspension, Electronic Continuous Damping Control (ECDC), and Electronically Controlled Air Suspension (ECAS). By invoking different atomic function modules in the fusion control system, different power chassis fusion controls can be achieved, and at the same time, the control of the associated chassis and power domain actuators can be realized.

[0172] Meanwhile, the power chassis control system 25 can isolate other functional domains such as the intelligent driving system 11 and the cockpit system 12, and then directly control the power domain and the chassis domain, thereby avoiding design changes for actuators in the face of different vehicle configurations and reducing the actuator states. The requirements of other functional domains for power and chassis only need to be mentioned at the level of the vehicle motion system, such as the total braking force requirement, the total yaw torque requirement, the total driving torque requirement, etc. of the whole vehicle. Then, the power chassis control system 25 converts the control instructions for the lower-level actuators and changes them into instructions such as the target braking force for a single wheel and the target torque for a single motor.

[0173] In the face of different vehicle electronic and electrical architectures and vehicle communication protocols, through the above operations, the adaptability matching of the interfaces can be carried out at the level of the power chassis control system 25, and the conversion of relevant control instructions can be completed, so as to ensure as much as possible that the instructions and communication protocols of the power chassis control system 25 for the lower-level actuators are consistent. In the face of the requirements of different functional domains such as the intelligent driving system 11 and the cockpit system 12, the power chassis control system 25 can also call different functional units to realize the conversion of relevant control instructions, and finally ensure that the same control instruction form is maintained for each lower-level actuator.

[0174] The power chassis control system 25 directly accesses signals such as the brake pedal, the accelerator pedal, and the wheel speed to more efficiently calculate the user's requirements and the relevant vehicle motion states. For the highly electronically controlled and multi-degree-of-freedom vehicle configurations of distributed drive and by-wire chassis, compared with the original distributed functional domain architecture, further integration can be carried out at the algorithm levels such as torque path and energy management, so as to more efficiently realize the vehicle functions such as in-place turning, agile steering, high-speed cornering, and anti-skid, and achieve better driving performance.

[0175] Next, the vehicle control method applied in the present invention will be explained in detail.

[0176] Figure 7 Flow schematic of the vehicle control method provided by the embodiment of the present invention Figure 1 As Figure 7 shown, the vehicle control method can be realized through the following steps:

[0177] S71. When the vehicle activates the active stability control function, calculate the current target slip ratio of the vehicle according to the current target driving torque, the current target braking force, and the current target suspension height.

[0178] It should be understood that the execution subject of the embodiment of the present invention is the power chassis control system of the vehicle. The specific structure and explanation of this system can refer to the above Figures 2 - 6 shown embodiment, which will not be elaborated here.

[0179] In this step, after the vehicle activates the active stability control function in response to the user's activation operation for the active stability control function, the vehicle state is detected in real time to determine whether the vehicle is skidding. When it is detected that the vehicle is skidding, the anti-skid control of the vehicle is triggered. When determining whether the vehicle is skidding, it is necessary to determine the current actual slip ratio and the current target slip ratio of the vehicle. The current target slip ratio refers to the target slip ratio of the vehicle at the current moment, and the target slip ratio refers to the optimal ideal wheel slip ratio of the vehicle. Whether the vehicle is skidding and the degree of skidding are determined by judging the deviation degree between the current actual slip ratio and the current target slip ratio. Therefore, it is first necessary to obtain the current target slip ratio of the vehicle.

[0180] It should be understood that the current target slip ratio of the vehicle includes the current target slip ratio of each wheel.

[0181] In a possible implementation manner, the current wheel adhesion coefficient of the vehicle can be determined first according to the current target suspension height, the static suspension height, and the suspension stiffness. Then, according to the current wheel adhesion coefficient, the current target driving torque, the current target braking force, and the wheel radius, the current wheel normal load of the vehicle is determined. Finally, according to the current wheel adhesion coefficient, the current wheel normal load, the preset base slip ratio, the preset adjustment factor, and the preset wheel adhesion coefficient, the current target slip ratio of the vehicle is determined.

[0182] Exemplarily, the current target slip ratio of each wheel can be calculated by the following formula (1):

[0183]

[0184] where, is the current target slip ratio of wheel , is the preset base slip ratio, is the preset adjustment factor, is the preset wheel adhesion coefficient under ideal adhesion conditions, is wheel 's current wheel adhesion coefficient.

[0185] It should be understood that , and are all preset according to experience and / or experimental data.

[0186] Exemplarily, can be calculated by the following formula (2):

[0187]

[0188] where, Indicates the wheel The normal load of the wheel at the current moment, is the wheel current target driving torque, is the current target braking force of wheel 𝑖, is the wheel radius.

[0189] It should be understood that if wheel 𝑖 is a non-slip wheel, the current target braking force is 0.

[0190] Exemplarily, can be calculated by the following formula (3):

[0191]

[0192] wherein, indicates the wheel The normal load of the wheel at the current moment, is the static suspension height, is the suspension stiffness, is the current target suspension height.

[0193] It should be understood that is obtained by experience and / or on-vehicle calibration.

[0194] It should be understood that the current target braking force of the vehicle includes the current target braking force of each slipping wheel of the vehicle, and the current target driving torque of the vehicle includes the current target driving torque of each wheel of the vehicle.

[0195] In the traditional method, the target slip ratio is usually a fixed value based on experience or on-vehicle calibration, which is used to determine the slipping condition of the vehicle. However, under different working conditions, the slip ratio critical point of vehicle slipping is different. It is inaccurate to judge the slipping condition of the vehicle under all working conditions with a unified standard (fixed target slip ratio). In this method, the preset basic slip ratio can be dynamically adjusted according to the real-time conditions such as the driving and braking demands, load changes and suspension states during vehicle operation, so as to generate a current target slip ratio more in line with the current working condition, thereby improving the accuracy of subsequent anti-slip control of the vehicle based on this current target slip ratio.

[0196] S72. Determine the predicted transient control parameters of the vehicle at the next moment based on the current actual slip ratio, current target slip ratio and current transient control parameters of the vehicle.

[0197] In this step, after determining the current target slip ratio, it is necessary to determine whether the vehicle is skidding according to the current target slip ratio and the deviation degree of the current actual slip ratio. When it is determined that the vehicle is skidding, the predicted transient control parameters for the next moment are predicted according to the current transient control parameters, so as to perform anti-skid control on the vehicle in a timely manner according to the predicted transient control parameters at the next moment.

[0198] Among them, the current transient control parameters include the parameters for controlling the power domain actuator and the chassis domain actuator predicted based on the parameters for controlling the power domain actuator and the chassis domain actuator at the previous moment. That is to say, at the previous moment, according to the actual slip ratio, target slip ratio and transient control parameters at the previous moment, the current transient control parameters of the vehicle at the current moment are determined.

[0199] Among them, the current actual slip ratio of the vehicle includes the current actual slip ratio of each wheel of the vehicle. The current actual slip ratio of each wheel can be calculated according to the current vehicle speed, wheel speed and wheel radius.

[0200] Exemplarily, the current actual slip ratio of each wheel can be calculated by the following formula (4):

[0201]

[0202] Among them, is the current moment, is the wheel at the current moment wheel speed, is the vehicle speed at the current moment, is a positive number close to 0, which is used to ensure the establishment of formula (4), is the wheel current actual slip ratio, is the wheel radius.

[0203] In a possible implementation manner, the initial predicted transient control parameters of the vehicle at the next moment can be determined according to the current actual slip ratio, the current target slip ratio and the current transient control parameters. Then, according to the initial predicted transient control parameters, the predicted slip ratio and the predicted target slip ratio of the vehicle at the next moment are obtained. If it is determined according to the predicted slip ratio and the predicted target slip ratio that the initial predicted transient control parameters need to be corrected, the initial predicted transient control parameters are corrected according to the predicted slip and the predicted target slip ratio to obtain the predicted transient control parameters of the vehicle at the next moment. If it is determined according to the predicted slip ratio and the predicted target slip ratio that the initial predicted transient control parameters do not need to be corrected, the initial predicted transient control parameters are used as the predicted transient control parameters of the vehicle at the next moment.

[0204] It should be understood that this method will be specifically elaborated in the embodiments shown below Figure 8 and will not be elaborated here.

[0205] In another implementation, after determining the initial predicted transient control parameter of the vehicle at the next moment according to the current actual slip ratio, the current target slip ratio, and the current transient control parameter, the initial predicted transient control parameter can also be directly determined as the predicted transient control parameter of the vehicle at the next moment.

[0206] S73. At the next moment, according to the driver's demand control parameter and the predicted transient control parameter, control the power domain actuator and the chassis domain actuator to perform anti-skid control on the vehicle.

[0207] In a possible implementation, at the next moment, the driver's demand control parameter can be obtained, and the obtained driver's demand control parameter can be corrected according to the predicted transient control parameter to obtain the target control parameter, and then the power domain actuator and the chassis domain actuator can be controlled according to the target control parameter.

[0208] Among them, the predicted transient control parameter includes the predicted transient drive torque target value and the predicted transient suspension height target value, and the demand control parameter includes the driver demand torque and the driver demand suspension height.

[0209] Optionally, the predicted transient control parameter can also include the predicted transient braking force target value, and the demand control parameter can also include the driver demand braking force.

[0210] Among them, the driver demand torque refers to the desired torque input by the driver through the accelerator pedal, which reflects the driver's demand for the vehicle's acceleration performance. The driver demand torque can be comprehensively determined according to the accelerator pedal opening, engine speed, current gear, and vehicle driving state.

[0211] Among them, the driver demand braking force refers to the desired braking force input by the driver through the brake pedal. The driver demand braking force can be comprehensively determined according to the brake pedal stroke, the brake pedal stepping speed (how fast or slow), the current vehicle speed, and the vehicle load.

[0212] Among them, the sum obtained by adding the predicted transient drive torque target value and the driver demand torque can be determined as the target drive torque of the vehicle at the next moment, and the sum obtained by adding the predicted transient suspension height target value and the driver demand suspension height can be determined as the target suspension height of the vehicle at the next moment. Then at the next moment, an instruction is sent to the chassis domain actuator according to the target suspension height to adjust the suspension to the target suspension height at the next moment, and an instruction is sent to the power domain actuator according to the target drive torque to apply the target drive torque corresponding to each wheel to the corresponding wheel at the next moment.

[0213] Optionally, the sum obtained by adding the predicted transient braking force target value and the driver demand braking force may also be determined as the target braking force of the vehicle at the next moment. Then, at the next moment, an instruction is sent to the chassis domain actuator according to the target braking force, so as to apply the target braking force corresponding to each slipping wheel to the corresponding slipping wheel at the next moment.

[0214] Among them, the target braking force, the target driving torque, and the target suspension height all belong to the target control parameters.

[0215] In the prior art, since the chassis function and the power function are deployed through different systems respectively, that is, the chassis function is realized through the chassis domain controller, and the power function is realized through the power domain controller, and there is a periodic delay in the communication interaction between the two. That is to say, the data generated or acquired in the chassis domain controller at the current moment can only be acquired by the power domain controller system in the next time period (even after multiple time periods), resulting in the inability of the two to synchronously process the current data at the current moment, and thus unable to predict the data at the next moment based on the current data synchronously at the current moment. In the embodiments of the present invention, by integrating the power domain control system and the chassis domain control system into the same system (the power chassis control system 25), the periodic delay caused by the communication interaction between different systems is avoided, and the timeliness of data acquisition is ensured. Therefore, the data at the next moment can be predicted based on the data at the current moment, and then the vehicle can be controlled in a timely manner according to the predicted data at the next moment.

[0216] That is to say, since the power chassis control system of the embodiments of the present invention has both the power function and the chassis function, and can control the power domain actuator and the chassis domain actuator of the vehicle. Therefore, at the next moment, the predicted transient suspension height target value acting on the chassis domain actuator and the driver demand suspension height can be fused at the second level in the power chassis control system, and the predicted transient braking force target value acting on the chassis domain actuator and the driver demand braking force can be fused at the second level in the power chassis control system, and the predicted transient driving torque target value acting on the chassis domain actuator and the driver demand torque can also be fused at the second level in the power chassis control system. After the fusion, the vehicle can be directly controlled through the corresponding actuator according to the fusion result. Before controlling the vehicle at each moment, only the above-mentioned fusion process needs to be performed, and the processing time is short, thereby improving the timeliness of anti-skid control of the vehicle.

[0217] An embodiment of the present invention provides a vehicle control method, which is applied to the power chassis control system of a vehicle. The power chassis control system is used to control the power domain actuator and the chassis domain actuator of the vehicle. When the vehicle activates the active stability control function, the power chassis control system calculates the current target slip ratio of the vehicle according to the current target driving torque, the current target braking force, and the current target suspension height; based on the current actual slip ratio, the current target slip ratio, and the current transient control parameters of the vehicle, determine the predicted transient control parameters of the vehicle at the next moment. At the next moment, according to the driver's required control parameters and the predicted transient control parameters, control the power domain actuator and the chassis domain actuator to perform anti-slip control on the vehicle. Among them, the current transient control parameters include those predicted based on the parameters for controlling the power domain actuator and the chassis domain actuator at the previous moment, and the parameters for controlling the power domain actuator and the chassis domain actuator at the current moment.

[0218] In this technical solution, the power chassis control system integrates all chassis functions and all power functions, and all data processing can be implemented in this one system, reducing the time delay caused by inter-system communication and effectively improving the effectiveness of anti-slip processing. Moreover, since adjusting the suspension height can adjust the vehicle's center of gravity, thereby improving the tire grip and preventing the vehicle from lifting off the ground. Therefore, when performing anti-slip processing on the vehicle by combining the factor of suspension height, the vehicle can be controlled to the normal non-slip state more timely. Further, since the braking force can directly apply a resistance moment to the wheel and can quickly, strongly, and directly reduce the rotational speed of the slipping wheel, therefore, on the basis of combining the suspension height and the driving torque, further combining the braking force to perform anti-slip control on the vehicle can more effectively improve the control timeliness. Finally, the predicted transient control parameters at the next moment can be predicted according to the current actual slip ratio, the current target slip ratio, and the current transient control parameters, so that after obtaining the driver's required control parameters at the next moment, the vehicle can be controlled, reducing the amount of data that needs to be calculated before control at each moment and improving the timeliness of anti-slip control of the vehicle.

[0219] Figure 8 Schematic flow of the vehicle control method provided by the embodiment of the present invention Figure 2 As Figure 8 shown, S72 can be implemented through the following steps:

[0220] S81. Determine the initial predicted transient control parameters of the vehicle at the next moment according to the current actual slip ratio, the current target slip ratio, and the current transient control parameters.

[0221] In this step, when it is determined that the vehicle has a slipping phenomenon, it is also possible to further determine according to the current actual slip ratio and the current target slip ratio, so as to adopt different anti-slip controls for the vehicle under different slipping degrees.

[0222] In a possible implementation, it is possible to first determine whether the vehicle is skidding and the degree of skidding based on the difference between the current actual slip ratio and the current target slip ratio. When it is determined that the vehicle is skidding, different strategies can be used to predict the initial predicted transient control parameters of the vehicle at the next moment according to the degree of skidding, so as to achieve differential anti-skid treatment of the vehicle under different skidding degrees.

[0223] In a possible implementation, it can be achieved through the following steps A - C:

[0224] Step A: Determine the difference between the current actual slip ratio and the current target slip ratio as the current actual slip ratio difference.

[0225] Step B: If the current actual slip ratio meets the first condition, then execute the following steps B1 and B2:

[0226] Step B1: Determine the initial predicted transient drive torque target value of the vehicle at the next moment according to the current transient drive torque target value.

[0227] In a possible implementation, the initial predicted transient drive torque target value of the skidding axle at the next moment can be determined according to the current transient drive torque target value of the skidding axle of the vehicle and the current drive attenuation coefficient. Then, according to the current transient drive torque target value of the non - skidding axle of the vehicle and the torque transfer amount at each moment, the initial predicted transient drive torque target value of the non - skidding axle at the next moment is determined. Finally, according to the drive configuration of the vehicle, the initial predicted transient drive torque target value of the skidding axle, and the initial predicted transient drive torque target value of the non - skidding axle, the initial predicted transient drive torque target value of each wheel of the vehicle is determined.

[0228] Among them, the initial predicted transient drive torque target value of the vehicle includes the initial predicted transient drive torque target value of each wheel, and the current drive attenuation coefficient is related to the current actual slip ratio.

[0229] Exemplarily, the initial predicted transient drive torque target value of the skidding axle can be calculated by the following formula (5):

[0230]

[0231] Among them, is the initial predicted transient drive torque target value of the skidding axle, is the next moment, is the time interval, is the current transient drive torque target value of the skidding axle, is the current drive attenuation coefficient related to the current actual slip ratio.

[0232] Exemplarily, the initial predicted transient driving torque target value of the non-slip axle can be calculated by the following formula (6):

[0233]

[0234] Wherein, is the initial predicted transient driving torque target value of the non-slip axle, is the current transient driving torque target value of the non-slip axle, is the torque transfer amount at each moment.

[0235] In one possible implementation, the maximum transfer torque corresponding to the slip axle can be determined first, and the value obtained by dividing the maximum transfer torque by the number of preset time intervals can be determined as the torque transfer amount for each time interval corresponding thereto.

[0236] It should be understood that the value obtained by multiplying the number of preset time intervals by the time interval is the preset maximum transfer duration.

[0237] In another possible implementation, the maximum transfer torque corresponding to the slip axle can be determined first, and the minimum value among the value obtained by dividing the maximum transfer torque by the number of preset time intervals and the preset maximum unit torque transfer amount can be determined as the torque transfer amount for each time interval corresponding thereto.

[0238] In another possible implementation, the torque transfer amount can also be obtained through experimental data and / or vehicle calibration.

[0239] It should be understood that the embodiments of the present invention do not specifically limit the determination method of the torque transfer amount.

[0240] It should be understood that the torque transfer amount determined by the above method can ensure that the driving torque of the slip axle can be slowly transferred to the non-slip axle, avoiding secondary slipping caused by too fast transfer. And ensure that the actual total transfer torque is less than or equal to the maximum transfer torque to ensure the accuracy of the control process.

[0241] Further, if the drive configuration is four-wheel in-wheel motor drive, based on the preset distribution rule, the initial predicted transient driving torque target value of each axle is allocated to each wheel to obtain the initial predicted transient driving torque target value of each wheel. If the drive configuration is in-wheel motor drive, half of the initial predicted transient driving torque target value of each axle is determined as the initial predicted transient driving torque target value of the wheels of the axle.

[0242] Step B2: Determine the initial predicted transient suspension height target value of the vehicle at the next moment according to the current transient suspension height target value.

[0243] In a possible implementation, according to the current actual slip rate difference, determine the current height attenuation coefficient corresponding to the current actual slip rate difference. Then, calculate the product of the current height attenuation coefficient and the time interval, where the time interval refers to the interval between the current moment and the next moment. Then, determine the difference obtained by subtracting the product from the current target suspension height as the suspension height to be selected. If the preset suspension height is greater than or equal to the suspension height to be selected, then determine the preset suspension height as the initial predicted transient suspension height target value. If the preset suspension height is less than the suspension height to be selected, then determine the suspension height to be selected as the initial predicted transient suspension height target value.

[0244] Exemplarily, the initial predicted transient suspension height target value can be determined by the following formula (7):

[0245]

[0246] where, is the initial predicted transient suspension height target value of the vehicle at the next moment, is the preset suspension height, which is the preset allowable minimum suspension height, is the current transient suspension height target value of the vehicle at the current moment, is the current height attenuation coefficient, is the suspension height to be selected.

[0247] Among them, the current transient control parameters include the current transient drive torque target value and the current transient suspension height target value, and the initial predicted transient control parameters include the initial predicted transient drive torque target value and the initial predicted transient suspension height target value.

[0248] Step C: If the current actual slip rate meets the second condition, then execute the following steps C1 to C3:

[0249] Step C1: Determine the initial predicted transient drive torque target value of the vehicle at the next moment according to the current transient drive torque target value.

[0250] In a possible implementation, the initial predicted transient drive torque target value of the slipping axle at the next moment can be determined according to the current transient drive torque target value of the slipping axle of the vehicle and the current drive attenuation coefficient. Then, according to the current transient drive torque target value of the non-slipping axle of the vehicle and the torque transfer amount at each moment, determine the initial predicted transient drive torque target value of the non-slipping axle at the next moment. Finally, according to the drive configuration of the vehicle, the initial predicted transient drive torque target value of the slipping axle, and the initial predicted transient drive torque target value of the non-slipping axle, determine the initial predicted transient drive torque target value of each wheel of the vehicle.

[0251] Exemplarily, the initial predicted transient driving torque target value of the slipping axle can be calculated by the following formula (8):

[0252]

[0253] Wherein, is the initial predicted transient driving torque target value of the slipping axle, is the current driving attenuation coefficient, whose concept is the same as that of but and may or may not have the same value.

[0254] Exemplarily, the initial predicted transient driving torque target value of the non-slipping axle can be calculated by the following formula (9):

[0255]

[0256] Wherein, is the initial predicted transient driving torque target value of the non-slipping axle, is the torque transfer amount at each moment, whose concept is the same as that of but and may or may not have the same value.

[0257] Step C2: Determine the initial predicted transient suspension height target value of the vehicle at the next moment according to the current transient suspension height target value.

[0258] It should be understood that the calculation method and principle of Step C2 can refer to the relevant content in Step B2, which will not be elaborated here.

[0259] Step C3: Determine the initial predicted transient braking force target value of the vehicle at the next moment according to the current transient braking force target value.

[0260] In a possible implementation manner, according to the current transient braking force target value of the slipping axle of the vehicle and the braking force change coefficient, determine the initial predicted transient braking force target value of each wheel of the slipping axle at the next moment. The initial predicted transient braking force target value of the vehicle includes the initial predicted transient braking force target value of each wheel, and the braking force change coefficient is related to the current vehicle speed.

[0261] Exemplarily, the initial predicted transient driving torque target value of the slipping axle can also be calculated by the following formula (10):

[0262]

[0263] Wherein, is the slipping wheel of the slipping axle The initial predicted transient braking force target value at the next moment, for the slipping wheel is the current transient braking force target value at the current moment, and is the braking force change coefficient.

[0264] Optionally, the initial predicted transient driving torque target value of the non-slipping wheel and the subsequent predicted transient driving torque target values are both 0.

[0265] Wherein, the current transient control parameters include the current transient driving torque target value, the current transient suspension height target value, and the current transient braking force target value, and the initial predicted transient control parameters include the initial predicted transient driving torque target value, the initial predicted transient suspension height target value, and the initial predicted transient braking force target value.

[0266] In one implementation, the first condition includes that the current actual slip rate difference is greater than the second preset slip rate difference and less than the third preset slip rate difference.

[0267] When the current actual slip rate difference is greater than the second preset slip rate difference and less than the third preset slip rate difference, it indicates that the current vehicle is slipping, but the slipping situation is not serious, and the vehicle can be controlled only by adjusting the driving torque and the suspension height to meet the control requirements to ensure the experience of the passengers and drivers.

[0268] In another implementation, the first condition further includes that the current actual slip rate difference is greater than the second preset slip rate difference, less than the third preset slip rate difference, and the target duration is less than the preset duration. Wherein, the target duration is used to represent the continuous duration during which the actual slip rate of the vehicle is greater than the second preset slip rate difference and less than the third preset slip rate difference.

[0269] It should be understood that the preset duration can be preset in advance according to empirical values and / or experimental data, and the embodiments of the present invention do not specifically limit this.

[0270] In this implementation, when the current actual slip rate difference is greater than the second preset slip rate difference and less than the third preset slip rate difference, it is necessary to further determine the target duration during which the actual slip rate of the vehicle is in this slip rate difference range (the second preset slip rate difference to the third preset slip rate difference). If the target duration is less than the preset duration, it indicates that the vehicle has just started to slip, and at this time, only the driving torque and the suspension height of the vehicle need to be controlled to meet the actual control requirements.

[0271] In another implementation, the second condition further includes that the current actual slip rate difference is greater than the second preset slip rate difference, and the current actual slip rate difference is less than the third preset slip rate difference, and the target duration exceeds the preset duration;

[0272] When the target duration is greater than or equal to the preset duration, it indicates that the vehicle has been skidding for a long time and still has not improved. That is to say, for the anti-skid control of the vehicle only by adjusting the driving torque and the suspension height, the force is small and cannot meet the actual anti-skid requirements. At this time, it is necessary to comprehensively use the driving torque, the transient braking force, and the suspension height to simultaneously perform anti-skid treatment on the vehicle to ensure the anti-skid effect.

[0273] S82. Obtain the predicted slip rate and the predicted target slip rate of the vehicle at the next moment according to the initial predicted transient control parameters.

[0274] In a possible implementation, the normal wheel load of the vehicle at the next moment can be calculated according to the initial predicted transient control parameters and formula (3). Then, according to the normal wheel load of the vehicle at the next moment and the initial predicted transient control parameters, the wheel adhesion coefficient of the vehicle at the next moment is calculated. Finally, the normal wheel load of the vehicle at the next moment is substituted into formula (1) to determine the predicted target slip rate of the vehicle at the next moment.

[0275] In another possible implementation, the current target slip rate can also be determined as the predicted target slip rate.

[0276] Exemplarily, the vehicle speed at the next moment can be calculated by the following formula (11):

[0277]

[0278] Wherein, is the vehicle speed at the next moment, is the vehicle weight, is the current vehicle speed, is the wheel adhesion coefficient at the next moment, is the normal wheel load at the next moment, is the wheel The target braking force at the next moment is the sum of the initial predicted transient braking force target value and the driver's required braking force at the next moment. The driver's required braking force at the next moment can be predicted, or the driver's required braking force at the current moment can be determined as the driver's required braking force at the next moment.

[0279] Exemplarily, the wheel speed at the next moment can be calculated by the following formula (12):

[0280]

[0281] Among them, is the wheel speed at the next moment, is the wheel at the current moment, is the moment of inertia, is the wheel radius, is the wheel at the next moment, the initial predicted transient drive torque target value, which is obtained by adding the initial predicted transient drive torque target value at the next moment and the driver demand drive torque. The driver demand drive torque at the next moment can be predicted, or the driver demand drive torque at the current moment can be determined as the driver demand drive torque at the next moment.

[0282] Furthermore, substitute into in formula (4), and substitute into , then the predicted slip ratio of the vehicle at the next moment can be predicted.

[0283] S83. If it is determined that the initial predicted transient control parameters need to be corrected according to the predicted slip ratio and the predicted target slip ratio, then correct the initial predicted transient control parameters according to the predicted slip ratio and the predicted target slip ratio to obtain the predicted transient control parameters of the vehicle at the next moment.

[0284] In a possible implementation method, if the difference between the predicted slip ratio and the predicted target slip ratio is greater than the first preset slip ratio difference, it is determined that the initial predicted transient control parameters need to be corrected.

[0285] In this implementation, the difference between the predicted slip ratio and the predicted target slip ratio is determined as the predicted slip ratio difference. If the predicted slip ratio difference is greater than the first preset slip ratio difference, the transient control parameter increment is determined according to the predicted slip ratio difference. Add the data of any dimension in the initial predicted transient control parameters to the corresponding dimension data in the transient control parameter increment to correct the initial predicted transient control parameters to obtain the predicted transient control parameters of the vehicle at the next moment.

[0286] Exemplarily, the predicted transient control parameters of the vehicle can be determined by the following formula (13):

[0287]

[0288] Among them, is the wheel at the predicted transient drive torque target value, is the slipping wheel The predicted transient braking force target value, is the predicted transient suspension height target value, is the driving torque increment, is the braking force increment, is the suspension height increment. is the predicted slip ratio, is the predicted target slip ratio.

[0289] Optionally, for non-slip wheels, both the predicted transient braking force target value and the initial predicted transient braking force target value are 0.

[0290] It should be understood that the driving torque increment, the braking force increment, and the suspension height increment all belong to the transient control parameter increments, and the transient control parameter increments are proportional to the difference between the predicted slip ratio and the predicted target slip ratio.

[0291] In the above implementation, according to the deviation degree between the difference of the predicted slip ratio and the predicted target slip ratio, the initial predicted transient control parameter is corrected with a corresponding intensity, so as to generate the transient control parameter, so as to ensure that the generated transient control parameter can make the vehicle as close as possible to the target slip ratio at the next moment, effectively improving the accuracy of the anti-skid control and ensuring the driving safety of the vehicle.

[0292] S84. If it is determined according to the predicted slip ratio and the predicted target slip ratio that the initial predicted transient control parameter does not need to be corrected, the initial predicted transient control parameter is used as the predicted transient control parameter of the vehicle at the next moment.

[0293] If the difference between the predicted slip ratio and the predicted target slip ratio is less than or equal to the first preset slip ratio difference, it is determined that the initial predicted transient control parameter does not need to be corrected.

[0294] In the above embodiment, first determine the initial predicted transient control parameter of the vehicle at the next moment, and then correct the initial predicted transient control parameter according to the deviation degree between the difference of the predicted slip ratio and the predicted target slip ratio, which can effectively ensure the accuracy of the generated transient control parameter, and then improve the accuracy of the anti-skid control and ensure the driving safety of the vehicle.

[0295] It should be understood that the corresponding relationship between the difference of the predicted slip ratio and the transient control parameter increment is obtained through vehicle calibration to ensure that the finally generated transient control parameter does not exceed the corresponding capability range.

[0296] Figure 9 is the flow schematic of the vehicle control method provided by the embodiment of the present invention Figure 3 . As Figure 9 shown, based on Figures 2 - 5 the vehicle control system shown, the vehicle control method can be implemented through the following steps:

[0297] S91. The user inputs an activation operation through an instrument or button operation, and the cockpit system activates the active stability control function in response to the user's operation.

[0298] S92, the cockpit system performs preliminary processing and analysis of the target based on user operations, and transmits it to the power chassis control system via CAN / Ethernet, etc.

[0299] S93. The power chassis control system receives sensor data from each sensor in real time and calculates the predicted transient control parameters of the vehicle at the next moment.

[0300] Among them, the sensors include wheel speed sensors, vehicle speed sensors and suspension height sensors.

[0301] Among them, the power chassis control system can also obtain the motor speed signal transmitted by each motor controller.

[0302] S94. At the next moment, the power chassis control system calculates the target driving torque, target braking force, and target suspension height based on the predicted transient control parameters and the required control parameters at the next moment, and converts them into corresponding actuator control actions such as current and solenoid valves.

[0303] S95. The power chassis control system controls the power domain actuator and the chassis domain actuator to perform corresponding actions.

[0304] It should be understood that any of the above-mentioned vehicle control methods can comprehensively calculate the target driving torque, target braking force and target suspension height within a shorter time period, and send the target instructions to the corresponding actuator according to a standardized interface, thereby improving the timeliness and efficiency of anti-skid control.

[0305] Since there are different vehicle configurations in actual applications, in order to reduce the cost and efficiency of determining the power chassis control system corresponding to different vehicle configurations, Figure 10 The illustrated embodiment configures the system.

[0306] Figure 10 FIG1 is a flow chart of a configuration method of a vehicle control system provided by an embodiment of the present invention. Figure 10 As shown, the vehicle control method can be implemented by the following steps:

[0307] S101: Acquire an initial power chassis control system.

[0308] Among them, the initial power chassis control system includes an initial power domain control module and an initial chassis domain control module. The initial power domain control module includes multiple power functional units corresponding to vehicle configurations, and the initial chassis domain control module includes multiple chassis functional units corresponding to vehicle configurations.

[0309] Among them, the vehicle configuration includes at least one of a pure electric architecture, an extended-range architecture, a plug-in architecture, a four-wheel drive architecture, a two-wheel drive architecture, a distributed drive architecture, a passive suspension architecture, an active hydraulic suspension architecture, an air suspension architecture, a wire-controlled steering architecture, and a non-wire-controlled steering architecture.

[0310] S102: Compile and configure the initial power chassis control system according to the target vehicle configuration to generate a power chassis control system.

[0311] It should be understood that the power chassis control system is as follows Figures 2 to 6 The power chassis control system shown in any embodiment.

[0312] In a possible implementation, it may be determined whether to shut down or activate a control unit in the initial power chassis control system according to the structure included in the target vehicle configuration, so as to implement compilation and configuration of the initial power chassis control system.

[0313] Optionally, the output interface between each functional unit and the lower-level actuator may be configured according to the vehicle configuration.

[0314] It should be understood that the specific compilation configuration process will be Figure 11 The above is explained in the embodiment shown and will not be described again here.

[0315] In the above embodiment, an initial dynamic chassis control system is pre-developed for use with multiple vehicle configurations. Subsequent compilation and configuration of the initial dynamic chassis control system, tailored to the target vehicle configuration, is sufficient to determine which functional units are activated and which are deactivated. This effectively improves the development cost and efficiency of the dynamic chassis control system. This technical solution enables the same initial dynamic chassis control system to be applied to different vehicle configurations while ensuring standardized interfaces for underlying actuators.

[0316] Figure 11 Schematic diagram of the configuration principle of the vehicle control system provided by the embodiment of the present invention. Figure 11 As shown, for the three functional units (the engine control unit, distributed drive control unit, and suspension control unit), if the target vehicle configuration is a pure electric configuration, the engine control unit in the power domain control module will be disabled. If the target vehicle configuration is an extended-range configuration, the engine control unit in the initial power domain control module will be activated. If the target vehicle configuration is a distributed drive configuration, the distributed drive torque calculation unit in the initial power domain control module will be activated. If the target vehicle configuration is a centralized drive configuration, the distributed drive torque calculation unit in the initial power domain control module will be disabled.

[0317] Among them, activation refers to configuring the functional unit to output the calculated value, that is, Figure 11Configuration 1 in; turning off means configuring the output value calculated by the functional unit to 0, that is Figure 11 Configuration 2 in, setting the functional unit to an empty logic and minimizing the output result (setting it to 0).

[0318] Exemplarily, for a distributed four-wheel drive extended-range + active hydraulic suspension vehicle, based on software compilation options, activate the corresponding engine control unit, distributed drive torque calculation unit, and suspension force calculation unit to calculate the target control output; for a two-wheel drive pure electric + passive suspension vehicle, based on software compilation options, select an empty logic for control modules such as the engine control unit, distributed drive torque calculation unit, and suspension force calculation unit, that is, the default corresponding output value is zero.

[0319] Optionally, in some embodiments, the priority of each chassis function can be determined first. The higher the priority, the more urgent the chassis function and the more it affects the driving safety of the vehicle. Then, configure the chassis control units corresponding to the chassis functions whose priorities meet the conditions (the priority is greater than the preset value or is among the top few priorities) as the chassis control units that the chassis domain control module needs to include. That is, redundant control is required for this part of the chassis control units.

[0320] Then, set the chassis domain control module in the first controller, and set the chassis domain control redundant module corresponding to the chassis domain control module in the second controller.

[0321] Figure 12 Schematic diagram of the structure of the vehicle control device provided by the present invention, as Figure 12 shown, the vehicle control device 120 includes:

[0322] A calculation module 121, configured to calculate the current target slip ratio of the vehicle according to the current target drive torque, the current target braking force, and the current target suspension height when the vehicle activates the active stability control function.

[0323] A determination module 122, configured to determine the predicted transient control parameters of the vehicle at the next moment based on the current actual slip ratio, the current target slip ratio, and the current transient control parameters of the vehicle. The current transient control parameters include those predicted based on the parameters for controlling the power domain actuator and the chassis domain actuator at the previous moment, and the parameters for controlling the power domain actuator and the chassis domain actuator at the current moment.

[0324] A control module 123, configured to control the power domain actuator and the chassis domain actuator to perform anti-skid control on the vehicle according to the driver's required control parameters and the predicted transient control parameters at the next moment.

[0325] Further, the determination module 122 is specifically configured to:

[0326] The initial predicted transient control parameters of the vehicle at the next moment are determined according to the current actual slip ratio, the current target slip ratio and the current transient control parameters.

[0327] According to the initial predicted transient control parameters, the predicted slip rate and the predicted target slip rate of the vehicle at the next moment are obtained.

[0328] If it is determined based on the predicted slip ratio and the predicted target slip ratio that the initial predicted transient control parameters need to be corrected, the initial predicted transient control parameters are corrected based on the predicted slip ratio and the predicted target slip ratio to obtain the predicted transient control parameters of the vehicle at the next moment.

[0329] If it is determined based on the predicted slip ratio and the predicted target slip ratio that the initial predicted transient control parameters do not need to be corrected, the initial predicted transient control parameters are used as the predicted transient control parameters of the vehicle at the next moment.

[0330] Furthermore, the determination module 122 is further configured to:

[0331] If the difference between the predicted slip ratio and the predicted target slip ratio is greater than a first preset slip ratio difference, it is determined that the initial predicted transient control parameter needs to be corrected.

[0332] Otherwise, it is determined that there is no need to modify the initial predicted transient control parameters.

[0333] Furthermore, the determination module 122 is specifically configured to:

[0334] The difference between the current actual slip ratio and the current target slip ratio is determined as the current actual slip ratio difference.

[0335] If the current actual slip ratio satisfies the first condition, an initial predicted transient driving torque target value for the vehicle at the next moment is determined based on the current transient driving torque target value, and an initial predicted transient suspension height target value for the vehicle at the next moment is determined based on the current transient suspension height target value. The current transient control parameters include the current transient driving torque target value and the current transient suspension height target value, and the initial predicted transient control parameters include the initial predicted transient driving torque target value and the initial predicted transient suspension height target value.

[0336] If the current actual slip ratio satisfies the second condition, determine the initial predicted transient driving torque target value of the vehicle at the next moment according to the current transient driving torque target value, determine the initial predicted transient suspension height target value of the vehicle at the next moment according to the current transient suspension height target value, and determine the initial predicted transient braking force target value of the vehicle at the next moment according to the current transient braking force target value. The current transient control parameters include the current transient driving torque target value, the current transient suspension height target value, and the current transient braking force target value, and the initial predicted transient control parameters include the initial predicted transient driving torque target value, the initial predicted transient suspension height target value, and the initial predicted transient braking force target value.

[0337] Among them, the first condition includes that the current actual slip ratio difference is greater than the second preset slip ratio difference and the current actual slip ratio difference is less than the third preset slip ratio difference, and the second condition includes that the current actual slip ratio difference is greater than or equal to the third preset slip ratio difference, and the second preset slip ratio difference is less than the third preset slip ratio difference.

[0338] Furthermore, the determining module 122 is specifically configured to:

[0339] Determine the difference between the predicted slip ratio and the predicted target slip ratio as the predicted slip ratio difference.

[0340] If the predicted slip ratio difference is greater than the first preset slip ratio difference, determine the transient control parameter increment according to the predicted slip ratio difference.

[0341] Superimpose the data of any dimension in the initial predicted transient control parameters on the corresponding dimension data in the transient control parameter increment to correct the initial predicted transient control parameters and obtain the predicted transient control parameters of the vehicle at the next moment.

[0342] Furthermore, the calculating module 121 is specifically configured to:

[0343] Determine the current wheel adhesion coefficient of the vehicle according to the current target suspension height, the static suspension height, and the suspension stiffness.

[0344] Determine the current wheel normal load of the vehicle according to the current wheel adhesion coefficient, the current target driving torque, the current target braking force, and the wheel radius.

[0345] Determine the current target slip ratio of the vehicle according to the current wheel adhesion coefficient, the current wheel normal load, the preset base slip ratio, the preset adjustment factor, and the preset wheel adhesion coefficient.

[0346] Furthermore, the first condition further includes that the current actual slip ratio difference is greater than the second preset slip ratio difference, the current actual slip ratio difference is less than the third preset slip ratio difference, and the target duration is less than the preset duration.

[0347] The second condition also includes that the current actual slip ratio difference is greater than the second preset slip ratio difference, the current actual slip ratio difference is less than the third preset slip ratio difference, and the target duration exceeds the preset duration.

[0348] The target duration is used to indicate the duration during which the actual slip rate of the vehicle is greater than the second preset slip rate difference and the actual slip rate is less than the third preset slip rate difference.

[0349] Furthermore, the determination module 122 is specifically configured to:

[0350] An initial predicted transient driving torque target value of the slipping axle at a next moment is determined based on the current transient driving torque target value of the slipping axle of the vehicle and the current driving attenuation coefficient, where the current driving attenuation coefficient is related to the current actual slip rate.

[0351] An initial predicted transient driving torque target value of the non-slip axle at a next moment is determined based on the current transient driving torque target value of the non-slip axle of the vehicle and the torque transfer amount at each moment.

[0352] Based on the vehicle's drive configuration, the initial predicted transient drive torque target value of the slipping axle and the initial predicted transient drive torque target value of the non-slipping axle, the initial predicted transient drive torque target value of each wheel of the vehicle is determined, and the initial predicted transient drive torque target value of the vehicle includes the initial predicted transient drive torque target value of each wheel.

[0353] Furthermore, the determination module 122 is specifically configured to:

[0354] According to the current actual slip rate difference, a current height attenuation coefficient corresponding to the current actual slip rate difference is determined.

[0355] Calculate the product of the current height attenuation coefficient and the time interval, where the time interval refers to the interval between the current moment and the next moment.

[0356] The difference obtained by subtracting the product from the current target suspension height is determined as the suspension height to be selected.

[0357] If the preset suspension height is greater than or equal to the suspension height to be selected, the preset suspension height is determined as the initial predicted transient suspension height target value.

[0358] If the preset suspension height is less than the suspension height to be selected, the suspension height to be selected is determined as the initial predicted transient suspension height target value.

[0359] Furthermore, the determination module 122 is specifically configured to:

[0360] Based on the current transient braking force target value of the slipping axle of the vehicle and the braking force change coefficient, determine the initial predicted transient braking force target value of each wheel of the slipping axle at the next moment. The initial predicted transient braking force target value of the vehicle includes the initial predicted transient braking force target value of each wheel, and the braking force change coefficient is related to the current vehicle speed.

[0361] It should be understood that the determination module 122 can be implemented by any one of the power domain control module 2511 or the power domain control redundant module 2524, and any one of the first chassis domain control module 2512, the second chassis domain control module 2513, the third chassis domain control module 2514, the fourth chassis domain control module 2523, the first chassis domain control redundant module 2521, and the second chassis domain control redundant module 2522.

[0362] The control module 123 can be implemented by any one of the power domain control module 2511 or the power domain control redundant module 2524, and any one of the first chassis domain control module 2512, the second chassis domain control module 2513, the third chassis domain control module 2514, the fourth chassis domain control module 2523, the first chassis domain control redundant module 2521, and the second chassis domain control redundant module 2522.

[0363] The vehicle control device provided in this embodiment can execute the vehicle control method provided in the above method embodiment. The implementation principle and technical effects are similar, and will not be elaborated here in this embodiment.

[0364] Figure 13 This is a schematic structural diagram of the vehicle provided by the present invention. As Figure 13 shown, the vehicle 130 provided in this embodiment includes: a vehicle body 1301 and a power chassis control system 25.

[0365] It should be understood that the structure of the power chassis control system 25 can refer to the embodiment shown in Figures 2 - 6 and will not be elaborated here.

[0366] The present invention also provides a computer program product, including a computer program, which implements the above method when executed by a processor.

[0367] The present invention also provides a computer-readable storage medium, in which computer-executable instructions are stored, and when the processor executes the computer-executable instructions, the above method is implemented.

[0368] The above-readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium accessible by a general-purpose or special-purpose computer.

[0369] An exemplary readable storage medium is coupled to the processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (ASIC). Of course, the processor and the readable storage medium can also exist as discrete components in a device.

[0370] The division of units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed couplings or direct couplings or communication connections to each other can be indirect couplings or communication connections through some interfaces, devices or units, and can be in electrical, mechanical or other forms.

[0371] The units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they can be located in one place or distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0372] In addition, the functional units in various embodiments of the present invention can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit.

[0373] If a function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art or a part of this technical solution can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods of the various embodiments of the present invention. The aforementioned storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memories (ROMs), random access memories (RAMs), magnetic disks, or optical discs that can store program codes.

[0374] Those of ordinary skill in the art can understand that all or part of the steps of implementing the above method embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps including those of the above method embodiments. The aforementioned storage medium includes: various media such as ROMs, RAMs, magnetic disks, or optical discs that can store program codes.

[0375] Finally, it should be noted that: After considering the specification and practicing the invention disclosed herein, those skilled in the art will easily think of other implementation schemes of the present invention. The present invention is intended to cover any variations, uses, or adaptive changes of the present invention. These variations, uses, or adaptive changes follow the general principles of the present invention and include common general knowledge or conventional technical means in the technical field of the present invention that are not disclosed in the present invention. It is not limited to the exact structure described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present invention is only limited by the appended claims.

[0376] The above embodiments are only the preferred embodiments given to fully illustrate the present invention, and the protection scope of the present invention is not limited thereto. Equivalent substitutions or transformations made by those skilled in the art on the basis of the present invention are all within the protection scope of the present invention.

Claims

1. A vehicle control method, characterized in that, A power chassis control system applied to a vehicle, the power chassis control system being used to control the power domain actuators and chassis domain actuators of the vehicle, the method comprising: When the vehicle activates the active stability control function, calculate the current target slip ratio of the vehicle according to the current target driving torque, the current target braking force, and the current target suspension height; Based on the current actual slip ratio of the vehicle, the current target slip ratio, and the current transient control parameters, determine the predicted transient control parameters of the vehicle at the next moment, where the current transient control parameters include the parameters for controlling the power domain actuators and the chassis domain actuators at the current moment obtained by predicting the parameters for controlling the power domain actuators and the chassis domain actuators at the previous moment; At the next moment, control the power domain actuators and the chassis domain actuators according to the driver's required control parameters and the predicted transient control parameters to perform anti-skid control on the vehicle.

2. The method according to claim 1, characterized in that The determining the predicted transient control parameters of the vehicle at the next moment based on the current actual slip ratio of the vehicle, the current target slip ratio, and the current transient control parameters includes: Determine the initial predicted transient control parameters of the vehicle at the next moment according to the current actual slip ratio, the current target slip ratio, and the current transient control parameters; Obtain the predicted slip ratio and the predicted target slip ratio of the vehicle at the next moment according to the initial predicted transient control parameters; If it is determined that the initial predicted transient control parameters need to be corrected according to the predicted slip ratio and the predicted target slip ratio, then correct the initial predicted transient control parameters according to the predicted slip and the predicted target slip ratio to obtain the predicted transient control parameters of the vehicle at the next moment; If it is determined that the initial predicted transient control parameters do not need to be corrected according to the predicted slip ratio and the predicted target slip ratio, then use the initial predicted transient control parameters as the predicted transient control parameters of the vehicle at the next moment.

3. The method according to claim 2, wherein, The method further comprises: If the difference between the predicted slip ratio and the predicted target slip ratio is greater than a first preset slip ratio difference, then determine that the initial predicted transient control parameters need to be corrected; Otherwise, determine that the initial predicted transient control parameters do not need to be corrected.

4. The method according to claim 2 or 3, characterized in that The determining the initial predicted transient control parameters of the vehicle at the next moment according to the current actual slip ratio, the current target slip ratio, and the current transient control parameters includes: Determine the difference between the current actual slip ratio and the current target slip ratio as the current actual slip ratio difference; If the current actual slip ratio satisfies the first condition, determine the initial predicted transient driving torque target value of the vehicle at the next moment according to the current transient driving torque target value, and determine the initial predicted transient suspension height target value of the vehicle at the next moment according to the current transient suspension height target value; the current transient control parameters include the current transient driving torque target value and the current transient suspension height target value, and the initial predicted transient control parameters include the initial predicted transient driving torque target value and the initial predicted transient suspension height target value; If the current actual slip ratio satisfies the second condition, determine the initial predicted transient driving torque target value of the vehicle at the next moment according to the current transient driving torque target value, determine the initial predicted transient suspension height target value of the vehicle at the next moment according to the current transient suspension height target value, and determine the initial predicted transient braking force target value of the vehicle at the next moment according to the current transient braking force target value; the current transient control parameters include the current transient driving torque target value, the current transient suspension height target value, and the current transient braking force target value, and the initial predicted transient control parameters include the initial predicted transient driving torque target value, the initial predicted transient suspension height target value, and the initial predicted transient braking force target value; Wherein, the first condition includes that the current actual slip ratio difference is greater than a second preset slip ratio difference and less than a third preset slip ratio difference, the second condition includes that the current actual slip ratio difference is greater than or equal to the third preset slip ratio difference, and the second preset slip ratio difference is less than the third preset slip ratio difference.

5. The method according to claim 3, characterized in that If it is determined according to the predicted slip ratio and the predicted target slip ratio that the initial predicted transient control parameters need to be corrected, then correct the initial predicted transient control parameters according to the predicted slip ratio and the predicted target slip ratio to obtain the predicted transient control parameters of the vehicle at the next moment, including: Determine the difference between the predicted slip ratio and the predicted target slip ratio as the predicted slip ratio difference; If the predicted slip ratio difference is greater than the first preset slip ratio difference, determine the transient control parameter increment according to the predicted slip ratio difference; Superimpose the data of any dimension in the initial predicted transient control parameters with the data of the corresponding dimension in the transient control parameter increment to correct the initial predicted transient control parameters and obtain the predicted transient control parameters of the vehicle at the next moment.

6. The method according to any one of claims 1 - 3 and 5, characterized in that The calculation of the current target slip ratio of the vehicle according to the current target driving torque, the current target braking force, and the current target suspension height includes: Determine the current wheel adhesion coefficient of the vehicle according to the current target suspension height, the static suspension height, and the suspension stiffness; Determine the current wheel normal load of the vehicle according to the current wheel adhesion coefficient, the current target driving torque, the current target braking force, and the wheel radius; Determine the current target slip ratio of the vehicle according to the current wheel adhesion coefficient, the current wheel normal load, the preset base slip ratio, the preset adjustment factor, and the preset wheel adhesion coefficient.

7. The method according to claim 4, wherein The first condition further includes that the current actual slip ratio difference is greater than the second preset slip ratio difference, and the current actual slip ratio difference is less than the third preset slip ratio difference, and the target duration is less than the preset duration; The second condition further includes that the current actual slip ratio difference is greater than the second preset slip ratio difference, and the current actual slip ratio difference is less than the third preset slip ratio difference, and the target duration exceeds the preset duration; Wherein, the target duration is used to represent the continuous duration during which the actual slip ratio of the vehicle is greater than the second preset slip ratio difference and the actual slip ratio is less than the third preset slip ratio difference.

8. The method according to claim 4, wherein The determining of the initial predicted transient driving torque target value of the vehicle at the next moment according to the current transient driving torque target value includes: Determine the initial predicted transient driving torque target value of the slipping axle at the next moment according to the current transient driving torque target value of the slipping axle of the vehicle and the current driving attenuation coefficient, where the current driving attenuation coefficient is related to the current actual slip ratio; Determine the initial predicted transient driving torque target value of the non-slipping axle at the next moment according to the current transient driving torque target value of the non-slipping axle of the vehicle and the torque transfer amount at each moment; Determine the initial predicted transient driving torque target value of each wheel of the vehicle according to the drive configuration of the vehicle, the initial predicted transient driving torque target value of the slipping axle, and the initial predicted transient driving torque target value of the non-slipping axle. The initial predicted transient driving torque target value of the vehicle includes the initial predicted transient driving torque target value of each wheel.

9. The method according to claim 4, wherein The determining of the initial predicted transient suspension height target value of the vehicle at the next moment according to the current transient suspension height target value includes: Determine the current height attenuation coefficient corresponding to the current actual slip ratio difference according to the current actual slip ratio difference; Calculate the product of the current height attenuation coefficient and the time interval, where the time interval refers to the interval between the current moment and the next moment; Determine the difference obtained by subtracting the product from the current target suspension height as the suspension height to be selected; If the preset suspension height is greater than or equal to the suspension height to be selected, then determine the preset suspension height as the initial predicted transient suspension height target value; If the preset suspension height is less than the suspension height to be selected, then determine the suspension height to be selected as the initial predicted transient suspension height target value.

10. The method according to claim 4, wherein The determining of the initial predicted transient braking torque target value of the vehicle at the next moment according to the current transient braking torque target value includes: Based on the current transient braking force target value of the slipping axle of the vehicle and the braking force change coefficient, determine the initial predicted transient braking force target value of each wheel of the slipping axle at the next moment. The initial predicted transient braking force target value of the vehicle includes the initial predicted transient braking force target value of each wheel, and the braking force change coefficient is related to the current vehicle speed.

11. A vehicle control device, characterized in that, A power chassis control system applied to a vehicle, the power chassis control system is used to control the power domain actuator and the chassis domain actuator of the vehicle, and the vehicle control device includes: A calculation module, configured to calculate the current target slip ratio of the vehicle according to the current target driving torque, the current target braking force, and the current target suspension height when the vehicle activates the active stability control function. A determination module, configured to determine the predicted transient control parameters of the vehicle at the next moment based on the current actual slip ratio of the vehicle, the current target slip ratio, and the current transient control parameters. The current transient control parameters include the parameters predicted based on the control of the power domain actuator and the chassis domain actuator at the previous moment, and the parameters used to control the power domain actuator and the chassis domain actuator at the current moment. A control module, configured to control the power domain actuator and the chassis domain actuator to perform anti-skid control on the vehicle according to the driver's required control parameters and the predicted transient control parameters at the next moment.

12. A power chassis control system, characterized in that, For executing the method according to any one of claims 1-10.

13. A vehicle, characterized in that, Including: A vehicle body and the power chassis control system according to claim 12.

14. A computer-readable storage medium, characterized in that, Computer-executable instructions are stored in the computer-readable storage medium, and when the computer-executable instructions are executed by a processor, they are used to implement the method according to any one of claims 1-10.

15. A computer program product, characterized in that, Including a computer program, which when executed by a processor implements the method according to any one of claims 1-10.

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