Vehicle movement control method and device and storage medium

Abstract

The invention discloses a vehicle movement control method and device and a storage medium, relates to the technical field of vehicle control, and can comprehensively consider various movement parameters of a vehicle to assist the vehicle to realize movement actions represented by the movement parameters. The vehicle movement control method comprises the steps that in response to a vehicle movement instruction, a suspension system of a vehicle is controlled to apply acting force to wheels so as to assist the vehicle in moving; wherein the acting force is obtained according to a vehicle moving instruction.

Description

Technical Field

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

[0002] With the popularization of vehicles in daily life, for scenarios with narrow roads or limited parking spaces, vehicles are equipped with a lateral movement function, which allows drivers to control the vehicle to move laterally. However, currently, the vehicle is mainly controlled for relatively single movement through the steering system and the drive system, resulting in poor movement performance. Summary of the Invention

[0003] Embodiments of the present application provide a vehicle movement control method, device, and storage medium, which can assist the vehicle to achieve movement actions characterized by movement parameters through the suspension system, improving the movement performance of the vehicle.

[0004] To achieve the above object, the present invention adopts the following technical solutions:

[0005] In a first aspect, the present invention provides a vehicle movement control method, which includes: in response to a vehicle movement instruction, controlling the suspension system of the vehicle to apply a driving force to the wheels to assist the vehicle to move.

[0006] Wherein, the driving force is obtained according to the vehicle movement instruction.

[0007] In some embodiments, the vehicle movement instruction is determined based on a steering instruction, a driving instruction, and a driving force instruction.

[0008] In some embodiments, in response to a vehicle movement instruction, controlling the suspension system of the vehicle to apply a driving force to the wheels to assist the vehicle to move includes: determining the target movement parameters of the vehicle according to the vehicle movement instruction; controlling the steering system, the drive system, and the suspension system of the vehicle to act in coordination based on the target movement parameters.

[0009] In some embodiments, controlling the steering system, the drive system, and the suspension system of the vehicle to act in coordination based on the target movement parameters includes: based on the target movement parameters, sending a steering instruction to the steering system of the vehicle, sending a driving instruction to the drive system of the vehicle, and sending an actuation instruction to the suspension system of the vehicle.

[0010] Wherein, the actuation instruction is used to control the suspension system.

[0011] In some embodiments, sending a power application instruction to the suspension system of a vehicle includes: detecting the torque output by the drive system; in response to the actual torque output by the drive system not reaching the target torque indicated by the drive instruction, sending a power application instruction for applying a target power to the wheels to the suspension system to assist the actual torque output by the drive system to reach the target torque.

[0012] In some embodiments, the drive instruction includes a front-wheel drive instruction and a rear-wheel drive instruction; in response to the actual torque output by the drive system not reaching the target torque indicated by the drive instruction, sending a power application instruction for applying a target power to the wheels to the suspension system includes: in response to the first actual torque output by the front wheels not reaching the first target torque indicated by the front-wheel drive instruction, sending a first power application instruction for applying a first target power to the front wheels to the suspension system to achieve the first actual torque output by the front wheels reaching the first target torque.

[0013] In some embodiments, in response to the first actual torque output by the front wheels not reaching the first target torque indicated by the front-wheel drive instruction, sending a first power application instruction for applying a first target power to the front wheels to the suspension system includes: when the first difference is greater than the torque threshold, sending a first power application instruction for applying a first target power to the front wheels to the suspension system; the first difference is the difference between the first actual torque and the first target torque.

[0014] In some embodiments, the first target power is determined by: based on the first difference and the first anti-slip proportionality coefficient, determining the first target power.

[0015] In some embodiments, the drive instruction includes a rear-wheel drive instruction; in response to the actual torque output by the drive system not reaching the target torque indicated by the drive instruction, sending a power application instruction for applying a target power to the wheels to the suspension system includes: in response to the second actual torque output by the rear wheels not reaching the second target torque indicated by the rear-wheel drive instruction, sending a second power application instruction for applying a second target power to the rear wheels to the suspension system to achieve the second actual torque output by the rear wheels reaching the second target torque.

[0016] In some embodiments, in response to the second actual torque output by the rear wheels not reaching the second target torque indicated by the rear-wheel drive instruction, sending a second power application instruction for applying a second target power to the rear wheels to the suspension system includes: when the second difference is greater than the torque threshold, sending a second power application instruction for applying a second target power to the rear wheels to the suspension system; the second difference is the difference between the second actual torque and the second target torque.

[0017] In some embodiments, the second target actuating force is determined by: determining the second target actuating force based on the second difference and the second anti-slip proportional coefficient.

[0018] It's understandable that when the actual wheel torque fails to reach the predetermined target, it can be considered a wheel slippage condition. In this case, the control system recognizes and responds to this condition, issuing instructions to the vehicle's suspension system to adjust the wheel's contact with the ground. Through active suspension intervention, the wheel's contact area with the ground is optimized, thereby enhancing the tire's traction. This process also effectively suppresses unstable wheel bouncing during slip, ensuring a more secure tire contact with the ground, significantly reducing slippage and improving the vehicle's overall driving stability and safety.

[0019] In some embodiments, the target actuation force is determined based on the actual torque and the target torque.

[0020] In some embodiments, sending the actuation force instruction to the suspension system of the vehicle includes: sending the actuation force instruction for applying a positive and negative alternating actuation force to the suspension system to achieve a fluctuating change in the wheel load of the vehicle.

[0021] In some embodiments, sending a driving instruction to a driving system of the vehicle includes: in response to detecting that the wheel load is less than a load threshold, sending a driving instruction to the driving system of the vehicle to achieve lateral movement of the vehicle.

[0022] It is understood that when the vehicle needs to perform lateral movement, the suspension system receives the instruction and applies a positive and negative alternating actuating force to the wheel. This actuating force can be used to dynamically adjust the load state of the wheel, thereby changing the contact area between the wheel and the ground.

[0023] Furthermore, by monitoring wheel loads in real time, if the load falls below a preset threshold, indicating a low wheel-ground contact area, the control system can send drive commands to the drive system to ensure lateral movement while minimizing tire wear, effectively extending wheel life and improving overall vehicle performance and durability.

[0024] In some embodiments, wheel loads are determined based on the actuation force and the unsprung vertical acceleration of the suspension system.

[0025] In some embodiments, the target motion parameter includes at least one of the following: a target lateral velocity, a target longitudinal velocity, a target yaw angular velocity, and a target yaw angle.

[0026] In some embodiments, determining the target motion parameters of the vehicle according to the vehicle movement instruction includes: obtaining the initial target motion parameters determined based on the environmental information; and determining the target motion parameters of the vehicle based on the vehicle movement instruction and the initial target motion parameters.

[0027] In some embodiments, the vehicle movement instruction includes actual motion parameters; the actual motion parameters include at least one of the following: actual longitudinal acceleration, actual lateral acceleration, and actual yaw angular velocity.

[0028] In some embodiments, determining the target motion parameters of the vehicle based on the vehicle movement instruction and the initial target motion parameters includes: performing low-pass filtering on the initial target lateral velocity to obtain the filtered initial target lateral velocity; performing high-pass filtering on the actual lateral acceleration to obtain the filtered actual lateral acceleration; and obtaining the target lateral velocity based on the filtered initial target lateral velocity and the filtered actual lateral acceleration.

[0029] In some embodiments, determining the target motion parameters of the vehicle based on the vehicle movement instruction and the initial target motion parameters includes: performing low-pass filtering on the initial target longitudinal velocity to obtain the filtered initial target longitudinal velocity; performing high-pass filtering on the actual longitudinal acceleration to obtain the filtered actual longitudinal acceleration; and obtaining the target longitudinal velocity based on the filtered initial target longitudinal velocity and the filtered actual longitudinal acceleration.

[0030] In some embodiments, determining the target motion parameters of the vehicle based on the vehicle movement instruction and the initial target motion parameters includes: performing low-pass filtering on the initial target yaw angle to obtain the filtered initial target yaw angle; performing high-pass filtering on the actual yaw angular velocity to obtain the filtered actual yaw angular velocity; and obtaining the target yaw angle based on the filtered initial target yaw angle and the filtered actual yaw angular velocity.

[0031] In some embodiments, the drive instruction is used to indicate the target torque output by the drive system, and the target torque is determined based on the following method: obtaining the longitudinal speed difference and the lateral speed difference; inputting the longitudinal speed difference and the lateral speed difference into a proportional-integral-derivative (PID) control system to obtain a compensation torque; and determining the target torque based on the compensation torque and the preset torque.

[0032] Wherein, the preset torque is determined based on preset motion parameters; the longitudinal speed difference is the difference between the target longitudinal speed and the preset longitudinal speed, the lateral speed difference is the difference between the target lateral speed and the preset lateral speed, and the preset lateral speed and the preset longitudinal speed refer to the speed parameters of the vehicle in an ideal state.

[0033] In some embodiments, the steering instruction is used to indicate the target steering angle of the steering system, and the target steering angle is determined based on the following method: obtaining the yaw angle difference; the yaw angle difference is the difference between the target yaw angle and the preset yaw angle; inputting the yaw angle difference into a PID control system to obtain a compensation steering angle; and determining the target steering angle based on the compensation steering angle and the preset steering angle.

[0034] Wherein, the preset yaw angle refers to the angle parameter of the vehicle in an ideal state; the preset steering angle is determined based on the motion parameters of the vehicle in an ideal state.

[0035] In some embodiments, the motion actions include at least one of the following: lateral motion, longitudinal motion, steering motion, and rotation about the center of mass.

[0036] In a second aspect, a vehicle movement control device provided by an embodiment of the present application includes: a processing unit and an acquisition unit; the acquisition unit is configured to: acquire the target motion parameters of the vehicle; the processing unit is configured to: based on the target motion parameters, send a steering instruction to the steering system of the vehicle, send a driving instruction to the driving system of the vehicle, and send a power instruction to the suspension system of the vehicle, and the power instruction is used to assist the vehicle to achieve the motion actions characterized by the target motion parameters.

[0037] In a third aspect, the present application provides a vehicle, including: a memory, a processor, and a computer program stored on the memory and executable on the processor, and the processor executes the program to implement the vehicle movement control method described above.

[0038] In a fourth aspect, the present application provides a computer-readable storage medium, in which instructions are stored, and when the instructions are run on a terminal, the terminal is enabled to execute the vehicle movement control method described above.

[0039] In a fifth aspect, the present application provides a computer program product containing instructions, and when a computer executes the above instructions, the computer is enabled to execute the vehicle movement control method described above.

[0040] In a sixth aspect, the present application provides a chip, the chip includes a processor and a communication interface, the communication interface is coupled to the processor, and the processor is configured to run a computer program or instructions to implement the vehicle movement control method described above.

[0041] Specifically, the chip provided in the embodiment of the present application further includes a memory for storing a computer program or instructions.

[0042] Based on the above technical solution, the vehicle movement control method provided by the embodiments of the present application comprehensively considers various movement parameters of the vehicle, and in response to a vehicle movement instruction, controls the suspension system of the vehicle to apply a driving force to the wheels to achieve the movement of the vehicle. That is to say, the suspension system is used to assist the vehicle to achieve vehicle movement actions, such as lateral movement, longitudinal movement, rotation around the centroid, etc., thereby changing the relatively single movement control mode and improving the movement performance of the vehicle. Description of the Drawings

[0043] To more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0044] Figure 1 It is a schematic diagram of a vehicle lateral movement function provided by the embodiments of the present application;

[0045] Figure 2 It is an architecture diagram of a vehicle provided by the embodiments of the present application;

[0046] Figure 3 It is an architecture diagram of a movement control system provided by the embodiments of the present application;

[0047] Figure 4 It is a flowchart of a vehicle movement control method provided by the embodiments of the present application;

[0048] Figure 5 It is a flowchart of another vehicle movement control method provided by the embodiments of the present application;

[0049] Figure 6 It is a flowchart of calculating a target lateral speed provided by the embodiments of the present application;

[0050] Figure 7 It is a flowchart of calculating a target longitudinal speed provided by the embodiments of the present application;

[0051] Figure 8 It is a flowchart of calculating a target yaw angle provided by the embodiments of the present application;

[0052] Figure 9 It is a flowchart of another vehicle movement control method provided by the embodiments of the present application;

[0053] Figure 10 It is a flowchart of calculating a torque compensation amount provided by the embodiments of the present application;

[0054] Figure 11A flowchart for calculating the steering angle compensation amount provided by an embodiment of the present application;

[0055] Figure 12 A schematic diagram of a vehicle movement control device provided by the present application. Specific implementation manners

[0056] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0057] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", "front", "rear", "inner", "outer", etc. is based on the orientation or relative positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation of the present invention. Without special instructions, in the case of satisfying the relative positional relationship shown in the accompanying drawings, the above orientation descriptions can be flexibly set during the actual application process.

[0058] The terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, the meaning of "a plurality" is two or more.

[0059] In the description of the present invention, it should be noted that unless otherwise clearly defined and limited, the terms "installed", "connected", "connected", and "communicated" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection. It may be directly connected, or indirectly connected through an intermediate medium, and may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0060] In the embodiments of the present invention, the term "comprise", "include" or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, article or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, article or device. Without further limitation, an element defined by the phrase "comprising an..." does not exclude the presence of additional identical elements in the process, article or device comprising such element.

[0061] In the embodiments of the present invention, words such as "exemplary" or "for example" are used to indicate examples, illustrations or explanations. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present invention should not be construed as being more preferred or having more advantages than other embodiments or designs. Rather, the use of words such as "exemplary" or "for example" is intended to present relevant concepts in a specific manner.

[0062] In the description of this specification, specific features, structures, materials or characteristics may be combined in any one or more embodiments or examples in a suitable manner.

[0063] For the convenience of understanding the embodiments of the present application, the following provides a detailed introduction to the vehicle dynamics principles related to the embodiments of the present application.

[0064] As Figure 1 shown, it is a schematic diagram of a vehicle lateral movement function provided by the embodiments of the present application. Taking the rear-wheel steering of a vehicle as an example. First, the vehicle needs to have the same front and rear weights, that is, the longitudinal distance a from the front-wheel axle to the vehicle center of mass is the same as the longitudinal distance b from the rear-wheel axle to the vehicle center of mass, which helps the vehicle maintain balance during driving. The front wheels and rear wheels adopt steering angles and driving forces with the same absolute value and opposite signs. Taking the left front wheel as an example, when the left front wheel travels with a negative steering angle (counterclockwise is positive) and a positive driving force (assuming forward is positive), in order to maintain the stability and steering coordination of the vehicle, the left rear wheel must adopt a positive steering angle (clockwise is positive) and a negative driving force (i.e., backward). At the same time, since the front wheels and rear wheels adopt opposite steering angles and driving forces, it helps the vehicle maintain a relatively stable center of mass position during steering, reducing the risk of side slip and loss of control, and the balance of the front and rear weights also ensures the stability of the vehicle during acceleration and braking.

[0065] Combined with Figure 1 shown, x'o'y' is the coordinate system of the left front wheel, x"o"y" is the coordinate system of the left rear wheel, xoy is the coordinate system of the vehicle body, and the origin of the vehicle body coordinate system is the vehicle center of mass point. The steering angle of the left front wheel is θ fl (θ fl <0), the driving force of the left front wheel is F fl (F fl> 0) can be decomposed into a longitudinal force F fl,x and a lateral force F fl,y in the vehicle body coordinate system. Similarly, the driving force F fr of the right front wheel is decomposed into a longitudinal force F fr,x and a lateral force F fr,y . The steering angle of the left rear wheel is θ rl (θ rl < 0), and the driving force of the left rear wheel (F lr < 0) can be decomposed into a longitudinal force F lr,x and a lateral force F lr,y in the vehicle body coordinate system. Similarly, the driving force F rr of the right rear wheel is decomposed into a longitudinal force F rr,x and a lateral force F rr,y .

[0066] Since the driving force F fl of the left front wheel = F fr = -F rl = -F rr , and the steering angle θ fl of the left front wheel = θ fr = -θ rl = -θ rr , the longitudinal force of the left front wheel The lateral force of the left front wheel The longitudinal driving forces of the vehicle cancel each other out, and the driving forces in the y-direction (lateral direction) are accumulated; since the distances from the front and rear axles to the vehicle's center of mass are the same (a = b), so M fl,y = M fr,y = -M rl,y = -M rr,y , the torques generated by the lateral components of the wheel forces around the vehicle's center of mass o cancel each other out. It should be understood that when the wheels are subjected to lateral forces, since the wheels on both sides of the vehicle are symmetric and usually receive lateral forces of equal magnitude and opposite directions (during straight-line driving or steady steering), the torques generated by the lateral forces around the vehicle's center of mass will cancel each other out. This means that the lateral forces will not cause the vehicle to rotate around the center of mass, thus maintaining the stability of the vehicle.

[0067] Since the wheels on both sides are symmetric, so the torques generated by the lateral components of the wheel forces around the vehicle's center of mass o cancel each other out. It should be understood that for the longitudinal forces received by the wheels, since the wheels on both sides of the vehicle are synchronized during straight-line driving (i.e., they roll at the same speed and in the same direction), the torques they generate around the vehicle's center of mass will also cancel each other out. This means that the longitudinal forces are mainly used to push the vehicle forward or backward, rather than to make the vehicle rotate around the center of mass.

[0068] When there is only lateral driving force left on the vehicle, and after this lateral driving force overcomes the lateral friction force of the tires, the vehicle will generate lateral movement. That is to say, when the above two torques cancel each other out, the main remaining driving force on the vehicle is the lateral driving force. Therefore, when the lateral driving force acting on the vehicle is large enough to overcome the lateral friction force of the tires, the vehicle will generate lateral movement.

[0069] Further, as shown in Figure 1 by taking the example of increasing the driving force of the front wheels. Both the longitudinal and lateral components of the front wheels increase, resulting in |F fl,x | + |F fr,x | > |F rl,x | + |F rr,x | and M fl,y | + |M fr,y | > |M rl,y | + |M rr,y |. Furthermore, the vehicle will be subject to a lateral force, a longitudinal force, and a torque about the vehicle's center of mass o. It should be understood that since the driving force of the front wheels is increased, the ground reaction force (i.e., the longitudinal force) received by the front wheels when pushing the vehicle forward will increase. In comparison, the longitudinal force of the rear wheels may remain unchanged (if it is a rear-wheel drive vehicle and the driving force of the rear wheels is not increased), or the proportion of the power distributed to the rear wheels is small, then the longitudinal force of the rear wheels will be less than that of the front wheels.

[0070] Further, as shown in Figure 1 by taking the example of increasing the steering angle of the front wheels. Compared with the principle of rear-wheel steering, in the principle of increasing the steering angle of the front wheels, the longitudinal force of the front wheels decreases and the lateral force increases, resulting in the left front wheel longitudinal force |M fl,y | + |M fr,y | > |M rl,y | + |M rr,y |. Furthermore, the vehicle is subject to a lateral force, a longitudinal force, and a torque about the vehicle's center of mass o.

[0071] Similarly, when reducing the driving force or steering angle of the front wheels, increasing or reducing the driving force or steering angle of the rear wheels, the vehicle will be subject to a lateral force, a longitudinal force, and a torque about the vehicle's center of mass o. However, when the vehicle overcomes the tire friction, the vehicle can perform lateral movement, longitudinal movement, and rotation about the center of mass o.

[0072] The above details the vehicle dynamics principle related to the embodiments of the present application.

[0073] With the popularization of vehicles in daily life, for scenarios with narrow roads or limited parking spaces, vehicles are equipped with a lateral movement function, so that drivers can control the vehicle to perform lateral movement. However, currently, the vehicle is mainly controlled for relatively single movement through the steering system and the drive system, resulting in poor motion performance.

[0074] In this context, to solve the problem of poor vehicle motion performance in the related art, the present application provides a vehicle movement control method. In response to a vehicle movement instruction, the suspension system of the vehicle is controlled to apply a driving force to the wheels to achieve the movement of the vehicle. That is to say, the suspension system is used to assist the vehicle in realizing vehicle movement actions, such as lateral movement, longitudinal movement, rotation around the centroid, etc., thereby changing the relatively single movement control mode and improving the vehicle's motion performance.

[0075] The following will describe in detail the implementation manners of the embodiments of the present application with reference to the accompanying drawings of the specification.

[0076] As Figure 2 shown, it is an architecture diagram of a vehicle provided by an embodiment of the present application. The vehicle 100 may include a chassis 110, a body 120, and wheels 130. It can be understood that the vehicle 100 may be a fuel vehicle, an electric vehicle, a hybrid vehicle, a gas vehicle, a methanol vehicle, a solar vehicle, etc.

[0077] Exemplarily, the vehicle 100 may be a passenger vehicle such as a sedan, a sport utility vehicle (SUV), a multi-purpose vehicle (MPV), etc., or may be a bus, a truck, a semi-trailer, etc. The present application does not make specific limitations thereto.

[0078] It can be understood that the above components are only examples of some components of the vehicle 100 and do not limit the specific structure of the vehicle 100.

[0079] Optionally, for vehicle control, the vehicle 100 may further include a movement control system 140. The movement control system 140 can achieve movement control of the vehicle 100.

[0080] As Figure 3 shown, it is an architecture diagram of a movement control system provided by an embodiment of the present application. The movement control system 140 may include: a chassis motion controller 210, a steering system 220, a drive system 230, and a suspension system 240; the chassis motion controller 210 is respectively connected to the steering system 220, the drive system 230, and the suspension system 240.

[0081] Among them, the chassis motion controller 210 can obtain the target motion parameters of the vehicle, and based on the target motion parameters, send a steering instruction to the steering system 220 of the vehicle, send a drive instruction to the drive system 230 of the vehicle, and send a driving force instruction to the suspension system 240 of the vehicle, so as to achieve motion control of the vehicle 100.

[0082] The drive system 230 may include two front-wheel motors and two rear-wheel motors. Correspondingly, the drive instructions may include front-wheel drive instructions and rear-wheel drive instructions.

[0083] Optionally, the output torque in the drive instruction for each wheel may be achieved through a power source, a transmission device, a locking device, and a braking device. Among them, the power source includes but is not limited to motors, engines, air compression engines, and their combinations; the locking device includes but is not limited to mechanical differential locks, electronic differential locks, and their combinations; the braking device includes but is not limited to mechanical braking, electric motor braking, and their combinations.

[0084] Optionally, the motion control system 140 further includes: a lidar 250 and an inertial measurement unit (IMU) 260.

[0085] Exemplarily, the chassis motion controller 210 may obtain the initial target motion parameters determined based on the environmental information through the lidar 250, and obtain the actual motion parameters of the vehicle through the IMU 260, and then correct the initial target motion parameters according to the actual motion parameters to obtain the target motion parameters.

[0086] Optionally, the motion control system 140 further includes: a sensor / estimator 270, and the sensor / estimator 270 may be a sensor / estimator 270 for the unsprung acceleration, and this sensor is used to collect the vertical acceleration of the unsprung part in the vehicle suspension system. Among them, the unsprung part refers to the wheel and its directly connected components (such as the wheel hub, braking system, etc.), and these components will vibrate with the wheel during the vehicle driving process.

[0087] Among them, the chassis motion controller 210 may also obtain the actual torque of the vehicle from the drive system 230, so as to facilitate the subsequent determination of the target actuating force in the actuating force instruction.

[0088] Optionally, the suspension system 240 may be an active suspension system, and this active suspension system includes but is not limited to a hydraulic active suspension, a linear motor active suspension, an active suspension with a rotary motor and a linear-rotary conversion mechanism, and an active anti-roll bar.

[0089] It should be noted that the control system described in the embodiments of the present application is to more clearly illustrate the technical solutions of the embodiments of the present application, and does not constitute a limitation on the technical solutions provided by the embodiments of the present application. Those of ordinary skill in the art know that with the evolution of electronic devices and the emergence of other electronic devices, the technical solutions provided by the embodiments of the present application are equally applicable to similar technical problems. The methods in the following embodiments can all be implemented in the control system with the above hardware structure.

[0090] The methods in the following embodiments can all be implemented in the control system with the above-mentioned hardware structure. Specifically, it can be applied to the chassis controller in the control system.

[0091] The following will introduce in detail the vehicle movement control method provided by the embodiments of the present application with reference to the accompanying drawings.

[0092] The vehicle movement control method of the embodiments of the present application can be applied to the movement control of a vehicle, specifically applied to a movement control system. As Figure 4 shown, the vehicle braking control method may include step 401-step 402. Among them, step 401 can also be called the "obtain vehicle movement instruction" process, and step 402 can be called the "control the vehicle" process. The following will explain step 401-step 402 in detail.

[0093] Step 401, obtain a vehicle movement instruction.

[0094] In some embodiments, the vehicle movement instruction is a movement instruction generated by the vehicle in response to the driver's operation.

[0095] Among them, the vehicle movement instruction includes but is not limited to: steering instruction, driving instruction, actuating force instruction. The steering instruction and the driving instruction are used to make the vehicle perform a movement action; the actuating force instruction is used to assist the vehicle to perform the above movement action, and the movement action includes: lateral movement, longitudinal movement, and rotation about the center of mass.

[0096] Step 402, in response to the vehicle movement instruction, control the suspension system of the vehicle to apply an actuating force to the wheels to assist the vehicle to move.

[0097] Among them, the actuating force is obtained according to the vehicle movement instruction.

[0098] In a possible implementation manner, determine the target motion parameters of the vehicle according to the vehicle movement instruction, and control the steering system, the drive system, and the suspension system of the vehicle to act in coordination based on the target motion parameters.

[0099] Among them, the target motion parameters include at least one of the following: target lateral speed, target longitudinal speed, target yaw angular velocity, target yaw angle. It should be understood that the target motion parameters of the vehicle are the current motion parameters of the vehicle.

[0100] In some embodiments, the chassis controller can obtain the initial target motion parameters determined based on the environmental information and obtain the actual motion parameters of the vehicle, and obtain the target motion parameters based on the vehicle movement instruction and the initial target motion parameters.

[0101] Among them, the initial target motion parameters can be calculated by the lidar.

[0102] For example, a lidar can traverse the scanned point cloud data to extract the feature points of obstacles, calculate the local curvature c of each feature point, and regard the points with small curvature c as plane points and the points with large curvature c as edge points.

[0103] It should be understood that plane points are located on a smooth plane in three-dimensional space, characterized by the relatively consistent distance from surrounding points, showing a low curvature (i.e., the local surface changes gently); therefore, when evaluating the local neighborhood of a point, the point with a small curvature value c is identified as a plane point. Edge points are located on the sharp edges or boundaries of the obstacle surface, with significant changes in the geometric structure around the edge points, manifested as a high curvature (i.e., the local surface changes violently). After sorting and calculating the curvature c of each point, the points with a high curvature value are classified as edge points.

[0104] Furthermore, the lidar calculates the rotation matrix between two frames of point clouds through feature points, that is, point cloud matching. During the point cloud matching process, in order to accurately estimate the rotation matrix between two frames of point clouds, feature points can be used for registration. For edge points, the matching accuracy is further refined by calculating the shortest distance d1 from the edge point to the fitted edge line (or boundary model). As shown in the following formula 1:

[0105]

[0106] Among them, X0 is the corner point, and the distance between X1 and X2 is the straight line.

[0107] For plane points (generally on a relatively flat plane), calculate the distance d2 from it to the plane, as shown in the following formula 2:

[0108]

[0109] Among them, X0 is the plane point, and X1, X2, and X3 are not collinear.

[0110] Furthermore, the lidar calculates the relative pose of the vehicle. Denote the relative pose of the vehicle at time t K+1 relative to time t K as T K+1 , and calculate the compensation transformation matrix T (K+1,i) for each feature point, as shown in the following formula 3:

[0111]

[0112] Among them, regard T (K+1,i) as a variable, find T (K+1,i) that minimizes the distances d1 and d2, and use the least squares method to find the target compensation transformation matrix According to the following formula 4:

[0113]

[0114] Among them, θ2 is the yaw angle, and this yaw angle is the initial yaw angle.

[0115] Let the position of the vehicle at time t be P b , then the position of the vehicle in the world coordinate system is Furthermore, based on the displacement P w , the lateral speed and longitudinal speed of the vehicle can be obtained, and this lateral speed and longitudinal speed are the initial lateral speed and longitudinal speed.

[0116] Among them, the vehicle movement command includes actual motion parameters; the actual motion parameters of the vehicle can be provided by the IMU, and this actual motion parameter includes at least one of the following: actual longitudinal acceleration, actual lateral acceleration, actual yaw angular velocity.

[0117] Exemplarily, as Figure 5 shown, the state observer in the chassis motion controller can calculate the target lateral speed based on the initial lateral speed output by the lidar and the lateral acceleration output by the IMU. Among them, the state observer uses complementary filtering.

[0118] For example, in the process of calculating the target lateral speed, as Figure 6 shown, the state observer integrates the vehicle lateral acceleration (actual lateral acceleration) collected by the IMU and then performs high-pass filtering to obtain the high-frequency characteristics of the vehicle lateral speed. The high-pass filtering formula is Performs low-pass filtering on the vehicle lateral speed (initial target lateral speed) calculated by the lidar to obtain the low-frequency characteristics of the vehicle lateral speed. The low-pass filtering formula is Furthermore, the high-frequency characteristics and low-frequency characteristics of the lateral speed are fused and added to obtain the target lateral speed of the vehicle. Among them, τ vy is the lateral speed filtering time constant (variable), and s is the symbol of the independent variable of the Laplace transform.

[0119] Another example, as Figure 5 shown, the state observer in the chassis motion controller can calculate the target longitudinal speed based on the initial longitudinal speed output by the lidar and the longitudinal acceleration output by the IMU.

[0120] For example, in the process of calculating the target longitudinal speed, as Figure 7 shown, the state observer integrates the vehicle longitudinal acceleration (actual longitudinal acceleration) collected by the IMU to obtain high-pass filtering, and obtains the high-frequency characteristics of the vehicle lateral speed. The high-pass filtering formula is Performs low-pass filtering on the vehicle longitudinal speed (initial target longitudinal speed) calculated by the active radar to obtain the low-frequency characteristics of the vehicle longitudinal speed. The low-pass filtering formula is Furthermore, the high-frequency and low-frequency characteristics of the longitudinal speed are fused and added to obtain the target longitudinal speed of the vehicle. Among them, τ vx is the longitudinal speed filtering time constant (variable).

[0121] Another example is as Figure 5 shown, the state observer in the chassis motion controller can calculate the target yaw angle based on the initial yaw angle output by the lidar and the yaw angular velocity output by the IMU.

[0122] For example, the process of calculating the target yaw angle is as Figure 8 shown, the state observer integrates the vehicle yaw angular velocity (actual yaw angular velocity) collected by the IMU to obtain a high-pass filter, and obtains the high-frequency characteristics of the vehicle yaw angular velocity. The high-pass filter formula is The yaw angle (initial target yaw angle) calculated by the active radar is low-pass filtered to obtain the low-frequency characteristics of the vehicle yaw angle. The low-pass filter formula is Furthermore, the high-frequency and low-frequency characteristics of the longitudinal speed are fused and added to obtain the target yaw angle of the vehicle. Among them, τ θz is the yaw angle filtering time constant (variable).

[0123] In summary, the state observer of the chassis motion controller calculates the target lateral speed, target longitudinal speed, and target yaw angle.

[0124] In some embodiments, based on the target motion parameters, a steering command is sent to the steering system of the vehicle, a driving command is sent to the driving system of the vehicle, and a power command is sent to the suspension system of the vehicle.

[0125] Among them, the power command is used to control the suspension system.

[0126] In some embodiments, the chassis motion control system detects the torque output by the driving system, and in response to the actual torque output by the driving system not reaching the target torque indicated by the driving command, a power command for applying a target power to the wheels is sent to the suspension system to assist the actual torque output by the driving system to reach the target torque.

[0127] Exemplarily, as Figure 5As shown, when the first actual torque output by the front wheels of the chassis motion control system fails to reach the first target torque indicated by the front-wheel drive command, the linear quadratic regulator (LQR) in the chassis motion control system sends a first actuation force command to the suspension system to apply a first target actuation force to the front wheels, so as to make the first actual torque output by the front wheels reach the first target torque; and / or, when the second actual torque output by the rear wheels fails to reach the second target torque indicated by the rear-wheel drive command, the LQR sends a second actuation force command to the suspension system to apply a second target actuation force to the rear wheels, so as to make the second actual torque output by the rear wheels reach the second target torque.

[0128] For example, the LQR can determine the wheel slip condition based on the actual torque of the twisting motor of each wheel and the target torque indicated by the drive command of each wheel. When the difference between the target torque indicated by the drive command of the left front wheel and the actual torque of this wheel is greater than the preset threshold M drv,thd , the LQR determines that the left front wheel is slipping, and it is necessary to apply an actuation force to the left front wheel. The calculation process of the actuation force can be obtained through the following formula 5:

[0129]

[0130] where K antislip is the anti-slip proportionality coefficient.

[0131] Furthermore, the LQR can send an actuation force command to the suspension system, and the suspension system applies the actuation force in the vertical direction of this wheel to the left front wheel. Among them, the actuation force command can include the actuation forces of the four wheels. When the actual torques of the left rear wheel, the right front wheel, and the right rear wheel all reach the corresponding target torques, the actuation forces corresponding to the left rear wheel, the right front wheel, and the right rear wheel are 0.

[0132] It should be noted that the first actual torque output by the front wheels refers to the first actual torque output by any one of the two front wheels. The second actual torque output by the rear wheels refers to the second actual torque output by any one of the two rear wheels.

[0133] It should be noted that when the actual torque of any one of the wheels, diagonal wheels (such as the left front wheel and the right rear wheel, the right front wheel and the left rear wheel), front wheels, rear wheels, and same-side wheels fails to reach the corresponding target torque, the LQR can determine the actuation force of the wheel with the slipping condition through the above formula 5.

[0134] It should be understood that when the actual torque of the wheel does not reach the target torque, it can be determined that the wheel slips. Furthermore, the driving force of the wheel can be sent to the suspension system of the vehicle, and the contact situation between the wheel and the ground can be adjusted through the suspension system to increase the contact area of the tire with the ground, thereby enhancing the traction of the tire. Moreover, the bouncing of the wheel during the slipping process can be mitigated, enabling the tire to grip the ground better and reducing the slipping phenomenon.

[0135] In some other embodiments, a driving force command for applying a positive and negative alternating driving force is sent to the suspension system to achieve a fluctuating change in the wheel load of the vehicle.

[0136] Exemplarily, in response to detecting that the wheel load is less than the load threshold, the chassis motion control system sends a driving command to the drive system of the vehicle to achieve the lateral movement of the vehicle.

[0137] For example, as Figure 9 shown, the movement arbitration module of the chassis motion control system can continuously output a driving force command to the suspension system, that is, a smooth and continuous positive and negative alternating driving force, so as to affect the wheel load.

[0138] Among them, the positive and negative alternating driving force is A F the amplitude of the sine driving force, and ω F is the angular frequency of the sine driving force.

[0139] Combined with Figure 9 shown, the wheel load can be calculated by the load estimator and the wheel load is sent to the movement arbitration module periodically. The wheel load can be obtained through the following formula 6:

[0140] F w,z =F susp ·i - a w m w Formula 6

[0141] Among them, F w,z is the wheel load, F susp is the suspension driving force, i is the suspension leverage ratio, a w is the vertical acceleration of the spring under the wheel, and m w is the unsprung mass.

[0142] Furthermore, when the movement arbitration module detects that the wheel load is less than the load threshold, the movement arbitration module can send a driving command to the drive system of the vehicle to achieve the lateral movement of the vehicle.

[0143] It can be understood that when the vehicle needs to move laterally, a driving force command for applying positive and negative alternating driving forces can be sent to the suspension system to affect the wheel load, that is, to affect the contact area between the wheel and the ground. Thus, through the real-time monitoring of the wheel load, when the wheel load is less than the load threshold, it indicates that the contact area between the wheel and the ground is small. At this time, a driving command can be sent to the drive system to reduce the wear of the tire while realizing the lateral movement of the vehicle and extend the service life of the wheel.

[0144] The above has described in detail how the vehicle realizes the movement actions. The following will give a detailed overview of how the chassis motion control system determines the target steering angle and the target torque.

[0145] Exemplarily, as Figure 5 or Figure 9 shown, the look-up table module of the chassis motion controller looks up the preset lateral driving force, preset longitudinal driving force, and preset yaw moment of the vehicle according to the preset lateral speed, preset longitudinal speed, preset yaw angular velocity, and preset yaw angle, and outputs the preset lateral driving force, preset longitudinal driving force, and preset yaw moment to the dynamics module of the chassis motion controller. It should be understood that the preset lateral driving force, preset longitudinal driving force, and preset yaw moment of the vehicle are the motion parameters of the vehicle under ideal conditions or on an ideal road surface.

[0146] Furthermore, the dynamics calculation module obtains the preset steering angle and preset torque according to the preset lateral driving force, preset longitudinal driving force, and preset yaw moment. Among them, the preset steering angle includes the preset steering angle of the front wheels and the preset steering angle of the rear wheels; the preset torque includes the preset torque of the front wheels and the preset torque of the rear wheels.

[0147] For example, the dynamics calculation module substitutes the preset lateral driving force, preset longitudinal driving force, and preset yaw moment into the dynamics equation and solves the equation by numerical methods (such as the iterative method, finite difference method, etc.) to obtain the motion state parameters of the vehicle (such as yaw angular velocity, lateral acceleration, etc.). Furthermore, the motion state parameters of the vehicle and the target state (such as the desired driving trajectory, speed, etc.) are substituted into the control algorithm to calculate the preset steering angle and preset torque. Among them, the control algorithm includes but is not limited to PID control, LQR control, MPC control, and the embodiments of the present application do not limit this.

[0148] Furthermore, the dynamics calculation module can calculate the preset steering angle and preset torque through the following formula 7.

[0149] u * =argminJ Formula 7

[0150] Among them,

[0151] J is the minimum objective function, Fveh,drv,x is the lateral force acting on the vehicle, F veh,drv,y is the longitudinal force acting on the vehicle, M veh,drv,z is the driving force acting on the vehicle, F f,drv is the driving force of the front wheels, F f,drv is the driving force of the rear wheels.

[0152] Among them, the lateral force acting on the vehicle can be obtained through the following formula 8:

[0153] F veh,drv,x = F f,drv cos(θ f ) + F r,drv cos(θ r ) Formula 8

[0154] The longitudinal force acting on the vehicle can be obtained through Formula 9:

[0155] F veh,drv,y = F f,drv sin(θ f ) + F r,drv sin(θ r ) Formula 9

[0156] The driving force acting on the vehicle can be obtained through Formula 10:

[0157] M veh,drv,z = F f,drv sin(θ f )a + F r,drv sin(θ r )b Formula 10

[0158] It should be understood that when the preset lateral driving force, preset longitudinal driving force, and preset yaw moment are the operating parameters of the vehicle in the ideal state or on the ideal road surface, the preset steering angle and preset torque are also the data of the vehicle in the ideal state or on the ideal road surface, which are different from the actual state of the vehicle or the actual road conditions. Therefore, it is necessary to compensate the preset steering angle and preset torque according to the target motion parameters (current actual motion parameters) of the vehicle to obtain the target steering angle in the steering command and the target torque in the drive command, so as to ensure the safe and stable driving of the vehicle.

[0159] In some embodiments, the target torque can be determined based on the following method: The control system can obtain the longitudinal speed difference and the lateral speed difference, and input the longitudinal speed difference and the lateral speed difference into the PID control system to obtain the compensation torque, and then determine the target torque according to the compensation torque and the preset torque.

[0160] Wherein, the longitudinal speed difference is the difference between the target lateral speed and the preset lateral speed, and the lateral speed difference is the difference between the target longitudinal speed and the preset longitudinal speed. The preset lateral speed and the preset longitudinal speed refer to the speed parameters of the vehicle under ideal conditions; the preset torque is determined based on the motion parameters of the vehicle under ideal conditions.

[0161] Exemplarily, as Figure 5 or as Figure 9 shown, when there is a difference between the preset lateral speed and the target lateral speed and a difference between the preset longitudinal speed and the target longitudinal speed, the feedback compensation module can compensate the preset torque to obtain the target torque in the drive command.

[0162] Wherein, the target torque of the front wheels is the first target torque, and the target torque of the rear wheels is the second target torque.

[0163] For example, as Figure 10 shown, the longitudinal speed difference is input into the first PID control system, and the lateral speed difference is input into the second PID control system. The two PID control systems perform a fusion calculation on the lateral speed difference and the longitudinal speed difference to obtain the torque compensation amount of the front-wheel motor and the torque compensation amount of the rear-wheel motor.

[0164] For the target torque of the front wheels (the first target torque), the torque compensation amount M of the front-wheel motor can be determined according to the following formula 11 f,cmp :

[0165]

[0166] Wherein, kp1 is the proportional coefficient of the first PID control system, ki1 is the integral coefficient of the first PID control system, kd1 is the differential coefficient of the first PID control system, kp2 is the proportional coefficient of the second PID control system, ki2 is the integral coefficient of the second PID control system, kd2 is the differential coefficient of the second PID control system, v x,err is the longitudinal speed difference, and v y,err is the lateral speed difference.

[0167] Furthermore, the torque compensation amount of the front wheels is added to the preset torque of the front wheels to obtain the target torque of the front wheels (the first target torque).

[0168] For the target torque of the rear wheels (the second target torque), the torque compensation amount M of the rear-wheel motor can be determined according to the following formula 12 r,cmp :

[0169]

[0170] Furthermore, add the torque compensation amount of the rear wheels to the preset torque of the rear wheels to obtain the target torque (second target torque) of the rear wheels.

[0171] In some embodiments, the target steering angle can be obtained in the following manner: The control system can obtain the yaw angle difference and input the yaw angle difference into the PID control system to obtain the compensated steering angle. Furthermore, based on the compensated steering angle and the preset steering angle, determine the target steering angle.

[0172] Among them, the preset yaw angle refers to the angle parameter of the vehicle in the ideal state; the preset steering angle is determined based on the motion parameters of the vehicle in the ideal state.

[0173] Exemplarily, as Figure 5 or Figure 9 shown, when there is a difference between the preset yaw angle and the target yaw angle, it is necessary to compensate the preset steering angle to obtain the target steering angle in the steering command and output the steering command to the steering system.

[0174] It should be understood that the deviation of the yaw angle means that there is an included angle between the actual driving direction of the vehicle and the expected direction, showing an offset situation. Therefore, by adjusting the steering angles of the front / rear wheels, the vehicle can be more stably maintained on the desired course, and appropriately compensating the steering angles of the front / rear wheels can correct the yaw angle of the vehicle, reduce the swaying and offset during vehicle driving, and improve the safety and comfort of vehicle driving.

[0175] For example, as Figure 11 shown, input the yaw angle difference into the third PID control system to obtain the front-wheel steering angle compensation amount and the rear-wheel steering angle compensation amount.

[0176] For the target steering angle of the front wheels, the compensated steering angle θ of the front wheels can be determined according to the following formula 13 f,cmp :

[0177]

[0178] Among them, kp3 is the proportional coefficient of the third PID control system, ki3 is the integral coefficient of the third PID control system, kd3 is the differential coefficient of the third PID control system, and θ z,err is the yaw angle difference.

[0179] The above details how the chassis movement control system determines the target steering angle and the target torque.

[0180] Based on the above Figures 4 to 11For the technical solution, the vehicle movement control method provided by the embodiments of the present application sends corresponding instructions to the steering system, drive system, and suspension system in the vehicle according to the target movement parameters, so as to assist the vehicle to achieve the movement actions accurately characterized by the movement parameters through the suspension system, such as lateral movement, longitudinal movement, steering movement, rotation around the center of mass, etc., thereby changing the relatively single movement control mode and improving the movement performance of the vehicle.

[0181] In some embodiments, in response to a vehicle movement instruction, when the actual torque output by the drive system does not reach the target torque, the suspension system of the vehicle is controlled to apply a driving force to the wheels to assist the actual torque output by the drive system to reach the target torque, so as to achieve the movement action of the vehicle.

[0182] In still other embodiments, in response to a vehicle movement instruction, the suspension system of the vehicle is controlled to apply a positive and negative alternating driving force to the wheels, so that the wheel load of the vehicle fluctuates, and when the wheel load is less than the load threshold, the drive system of the vehicle is controlled to output a drive instruction to achieve the movement action of the vehicle.

[0183] In still other embodiments, in response to a vehicle movement instruction, when there is a difference between the preset yaw angle (the yaw angle in the ideal state of the vehicle) and the target yaw angle (the actual yaw angle of the vehicle), the steering system is controlled to output a steering instruction to achieve the movement action of the vehicle.

[0184] It should be understood that the vehicle movement control method provided by the embodiments of the present application can, in response to a vehicle movement instruction, control the suspension system of the vehicle to apply a driving force to the wheels to achieve the movement of the vehicle. That is to say, the suspension system is used to assist the vehicle to achieve the movement actions of the vehicle, such as lateral movement, longitudinal movement, rotation around the center of mass, etc., thereby changing the relatively single movement control mode and improving the movement performance of the vehicle.

[0185] The above mainly introduces the solution provided by the embodiments of the present application from the perspective of the method. To implement the above functions, the vehicle control system includes the corresponding hardware structures and / or software modules for executing each function. Those skilled in the art should easily realize that, combining the units and algorithm steps of each example described in the embodiments disclosed in this article, the present application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a certain function is executed in the way of hardware or computer software driving hardware depends on the specific application and design constraints of the technical solution. Professional technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present application.

[0186] Embodiments of the present application can, according to the above method, exemplarily divide the functional modules of a vehicle control system. For example, the vehicle control system can include various functional modules corresponding to each functional division, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware or in the form of a software functional module. It should be noted that the division of modules in the embodiments of the present application is illustrative, merely a logical functional division, and there can be other division methods in actual implementation.

[0187] As Figure 12 shown, a schematic diagram of a vehicle movement control device provided by the present application is shown. The device includes: a processing unit 1201 and an acquisition unit 1202; the processing unit 1201 is configured to: in response to a vehicle movement instruction, control the suspension system of the vehicle to apply a driving force to the wheels to assist the vehicle in moving.

[0188] Among them, the driving force is obtained according to the vehicle movement instruction.

[0189] In a possible implementation manner, the vehicle movement instruction is determined based on a steering instruction, a driving instruction, and a driving force instruction.

[0190] In a possible implementation manner, the processing unit 1201 is specifically configured to: determine the target motion parameters of the vehicle according to the vehicle movement instruction; based on the target motion parameters, control the steering system, the driving system, and the suspension system of the vehicle to act in coordination.

[0191] In a possible implementation manner, the processing unit 1201 is specifically configured to: based on the target motion parameters, send a steering instruction to the steering system of the vehicle, send a driving instruction to the driving system of the vehicle, and send an actuation instruction to the suspension system of the vehicle.

[0192] Among them, the actuation instruction is used to control the suspension system.

[0193] In a possible implementation manner, the processing unit 1201 is specifically configured to: detect the torque output by the driving system; in response to the actual torque output by the driving system not reaching the target torque indicated by the driving instruction, send an actuation instruction for applying a target driving force to the wheels to the suspension system to assist the actual torque output by the driving system to reach the target torque.

[0194] In a possible implementation manner, the driving instruction includes a front-wheel drive instruction; the processing unit 1201 is specifically configured to: in response to the first actual torque output by the front wheels not reaching the first target torque indicated by the front-wheel drive instruction, send a first actuation instruction for applying a first target driving force to the front wheels to the suspension system to achieve the first actual torque output by the front wheels reaching the first target torque.

[0195] In a possible implementation, the processing unit 1201 is specifically configured to: when the first difference is greater than the torque threshold, send a first power command for applying a first target driving force to the front wheels to the suspension system; the first difference is the difference between the first actual torque and the first target torque.

[0196] In a possible implementation, the first target driving force is determined by the following method: based on the first difference and the first anti-slip proportionality coefficient, determine the first target driving force.

[0197] In a possible implementation, the driving command includes a rear-wheel driving command; the processing unit 1201 is specifically configured to: in response to the second actual torque output by the rear wheels not reaching the second target torque indicated by the rear-wheel driving command, send a second power command for applying a second target driving force to the rear wheels to the suspension system, so that the second actual torque output by the rear wheels reaches the second target torque.

[0198] In a possible implementation, the processing unit 1201 is specifically configured to: when the second difference is greater than the torque threshold, send a second power command for applying a second target driving force to the rear wheels to the suspension system; the second difference is the difference between the second actual torque and the second target torque.

[0199] In a possible implementation, the second target driving force is determined by the following method: based on the second difference and the second anti-slip proportionality coefficient, determine the second target driving force.

[0200] In a possible implementation, the target driving force is determined according to the actual torque and the target torque.

[0201] In a possible implementation, the processing unit 1201 is further configured to: send a power command for applying a positive and negative alternating driving force to the suspension system to achieve a fluctuating change in the wheel load of the vehicle.

[0202] In a possible implementation, the processing unit 1201 is specifically configured to: in response to detecting that the wheel load is less than the load threshold, send a driving command to the driving system of the vehicle to achieve the lateral movement of the vehicle.

[0203] In a possible implementation, the wheel load is determined based on the driving force and the spring droop vertical acceleration of the suspension system.

[0204] In a possible implementation, the target motion parameters include at least one of the following: target lateral speed, target longitudinal speed, target yaw angular velocity, target yaw angle.

[0205] In a possible implementation, the processing unit 1201 is specifically configured to: obtain the initial target motion parameters determined based on the environmental information; and determine the target motion parameters of the vehicle based on the vehicle movement instruction and the initial target motion parameters.

[0206] In a possible implementation, the vehicle movement instruction includes actual motion parameters; the actual motion parameters include at least one of the following: actual longitudinal acceleration, actual lateral acceleration, and actual yaw angular velocity.

[0207] In a possible implementation, the processing unit 1201 is specifically configured to: perform low-pass filtering on the initial target lateral velocity to obtain the filtered initial target lateral velocity; perform high-pass filtering on the actual lateral acceleration to obtain the filtered actual lateral acceleration; and obtain the target lateral velocity based on the filtered initial target lateral velocity and the filtered actual lateral acceleration.

[0208] In a possible implementation, the processing unit 1201 is specifically configured to: perform low-pass filtering on the initial target longitudinal velocity to obtain the filtered initial target longitudinal velocity; perform high-pass filtering on the actual longitudinal acceleration to obtain the filtered actual longitudinal acceleration; and obtain the target longitudinal velocity based on the filtered initial target longitudinal velocity and the filtered actual longitudinal acceleration.

[0209] In a possible implementation, the processing unit 1201 is specifically configured to: perform low-pass filtering on the initial target yaw angle to obtain the filtered initial target yaw angle; perform high-pass filtering on the actual yaw angular velocity to obtain the filtered actual yaw angular velocity; and obtain the target yaw angle based on the filtered initial target yaw angle and the filtered actual yaw angular velocity.

[0210] In a possible implementation, the drive instruction is used to indicate the target torque output by the drive system, and the processing unit 1201 is further configured to: obtain the longitudinal velocity difference and the lateral velocity difference; input the longitudinal velocity difference and the lateral velocity difference into a PID control system to obtain a compensation torque; and determine the target torque based on the compensation torque and a preset torque. The preset torque is determined based on the motion parameters of the vehicle in an ideal state; the longitudinal velocity difference is the difference between the target longitudinal velocity and the preset longitudinal velocity, the lateral velocity difference is the difference between the target lateral velocity and the preset lateral velocity, and the preset lateral velocity and the preset longitudinal velocity refer to the velocity parameters of the vehicle in an ideal state.

[0211] In a possible implementation, the steering instruction is used to indicate the target steering angle of the steering system, and the processing unit 1201 is further configured to: obtain the yaw angle difference; the preset yaw angle refers to the angle parameter of the vehicle in the ideal state; input the yaw angle difference into the PID control system to obtain the compensated steering angle; and determine the target steering angle based on the compensated steering angle and the preset steering angle.

[0212] Wherein, the preset steering angle is determined based on the motion parameters of the vehicle in the ideal state; the yaw angle difference is the difference between the target yaw angle and the preset yaw angle.

[0213] In a possible implementation, the motion actions include at least one of the following: lateral motion, longitudinal motion, steering motion, and rotation about the center of mass.

[0214] The above are only the specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present invention can easily think of changes or substitutions, which should all be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A vehicle movement control method, characterized in that, The method includes: In response to a vehicle movement instruction, controlling a suspension system of the vehicle to apply a driving force to wheels to assist the vehicle in moving; wherein, the driving force is obtained according to the vehicle movement instruction.

2. The method according to claim 1, wherein The controlling the suspension system of the vehicle to apply a driving force to wheels to assist the vehicle in moving in response to a vehicle movement instruction includes: Determining a target motion parameter of the vehicle according to the vehicle movement instruction; Based on the target motion parameter, controlling a steering system of the vehicle, a driving system of the vehicle, and the suspension system of the vehicle to act in coordination.

3. The method according to claim 2, wherein The controlling the steering system of the vehicle, the driving system of the vehicle, and the suspension system of the vehicle to act in coordination based on the target motion parameter includes: Based on the target motion parameter, sending a steering instruction to the steering system of the vehicle, sending a driving instruction to the driving system of the vehicle, and sending an actuation instruction to the suspension system of the vehicle; wherein, the actuation instruction is used to control the suspension system.

4. The method according to claim 3, wherein The sending an actuation force instruction to the suspension system of the vehicle includes: Detecting a torque output by the driving system; In response to the actual torque output by the driving system not reaching a target torque indicated by the driving instruction, sending an actuation force instruction for applying a target driving force to the wheels to the suspension system to assist the actual torque output by the driving system to reach the target torque.

5. The method according to claim 4, characterized in that, The driving instruction includes a front-wheel driving instruction; The sending an actuation force instruction for applying a target driving force to the wheels to the suspension system in response to the actual torque output by the driving system not reaching a target torque indicated by the driving instruction includes: In response to a first actual torque output by the front wheels not reaching a first target torque indicated by the front-wheel driving instruction, sending a first actuation force instruction for applying a first target driving force to the front wheels to the suspension system to make the first actual torque output by the front wheels reach the first target torque.

6. The method according to claim 5, wherein The sending a first actuation force instruction for applying a first target driving force to the front wheels to the suspension system in response to a first actual torque output by the front wheels not reaching a first target torque indicated by the front-wheel driving instruction includes: When a first difference is greater than a torque threshold, sending a first actuation force instruction for applying a first target driving force to the front wheels to the suspension system; the first difference is a difference between the first actual torque and the first target torque.

7. The method according to claim 5 or 6, characterized in that, The first target driving force is determined by the following method: Based on the first difference and a first anti-slip proportionality coefficient, determining the first target driving force.

8. The method according to claim 4 or 5, characterized in that, The driving instruction includes a rear-wheel driving instruction; The sending an actuation force instruction for applying a target driving force to the wheels to the suspension system in response to the actual torque output by the driving system not reaching a target torque indicated by the driving instruction includes: In response to a second actual torque output by the rear wheels not reaching a second target torque indicated by the rear-wheel driving instruction, sending a second actuation force instruction for applying a second target driving force to the rear wheels to the suspension system to make the second actual torque output by the rear wheels reach the second target torque.

9. The method according to claim 8, wherein In response to the second actual torque output by the rear wheels not reaching the second target torque indicated by the rear-wheel drive command, sending a second power command for applying a second target driving force to the rear wheels to the suspension system, including: When the second difference is greater than the torque threshold, sending a second power command for applying a second target driving force to the rear wheels to the suspension system; the second difference is the difference between the second actual torque and the second target torque.

10. The method according to claim 8 or 9, characterized in that, The second target driving force is determined by the following method: Based on the second difference and the second anti-slip proportionality coefficient, determining the second target driving force.

11. The method according to claim 4, characterized in that, The target driving force is determined according to the actual torque and the target torque.

12. The method according to claim 3, wherein Sending a power command to the suspension system of the vehicle includes: Sending a power command for applying a positive and negative alternating driving force to the suspension system to realize the fluctuating change of the wheel load of the vehicle.

13. The method according to claim 12, wherein Sending a drive command to the drive system of the vehicle includes: In response to detecting that the wheel load is less than the load threshold, sending a drive command to the drive system of the vehicle to realize the lateral movement of the vehicle.

14. The method according to claim 13, characterized in that The wheel load is determined based on the driving force and the spring droop acceleration of the suspension system.

15. The method according to claim 2 or 3, characterized in that, The target motion parameters include at least one of the following: target lateral speed, target longitudinal speed, target yaw angular velocity, target yaw angle.

16. The method according to claim 15, wherein Determining the target motion parameters of the vehicle according to the vehicle movement command includes: Obtaining the initial target motion parameters determined based on the environmental information; Based on the vehicle movement command and the initial target motion parameters, determining the target motion parameters of the vehicle.

17. The method according to claim 16, wherein The vehicle movement command includes actual motion parameters; the actual motion parameters include at least one of the following: actual longitudinal acceleration, actual lateral acceleration, actual yaw angular velocity.

18. The method according to claim 17, wherein Based on the vehicle movement command and the initial target motion parameters, determining the target motion parameters of the vehicle includes: Performing low-pass filtering on the initial target lateral speed to obtain the filtered initial target lateral speed; Performing high-pass filtering on the actual lateral acceleration to obtain the filtered actual lateral acceleration; Based on the filtered initial target lateral speed and the filtered actual lateral acceleration, obtaining the target lateral speed.

19. The method according to claim 17, wherein Based on the vehicle movement command and the initial target motion parameters, determining the target motion parameters of the vehicle includes: Performing low-pass filtering on the initial target longitudinal speed to obtain the filtered initial target longitudinal speed; Performing high-pass filtering on the actual longitudinal acceleration to obtain the filtered actual longitudinal acceleration; Based on the filtered initial target longitudinal speed and the filtered actual longitudinal acceleration, obtaining the target longitudinal speed.

20. The method according to claim 17, wherein Based on the vehicle movement command and the initial target motion parameters, determining the target motion parameters of the vehicle includes: Performing low-pass filtering on the initial target yaw angle to obtain the filtered initial target yaw angle; Performing high-pass filtering on the actual yaw angular velocity to obtain the filtered actual yaw angular velocity; Based on the filtered initial target yaw angle and the filtered actual yaw angular velocity to obtain the target yaw angle.

21. The method according to claim 15, wherein The drive instruction is used to indicate the target torque output by the drive system, and the target torque is determined based on the following method: Obtain the longitudinal speed difference and the lateral speed difference; the longitudinal speed difference is the difference between the target longitudinal speed and the preset longitudinal speed, and the lateral speed difference is the difference between the target lateral speed and the preset lateral speed. The preset lateral speed and the preset longitudinal speed refer to the speed parameters of the vehicle in the ideal state; Input the longitudinal speed difference and the lateral speed difference into a PID control system to obtain a compensation torque; Determine the target torque based on the compensation torque and the preset torque; The preset torque is determined based on the motion parameters of the vehicle in the ideal state.

22. The method according to claim 15, wherein The steering instruction is used to indicate the target steering angle of the steering system, and the target steering angle is determined based on the following method: Obtain the yaw angle difference; the yaw angle difference is the difference between the target yaw angle and the preset yaw angle; the preset yaw angle refers to the angle parameter of the vehicle in the ideal state; Input the yaw angle difference into a PID control system to obtain a compensation steering angle; Determine the target steering angle based on the compensation steering angle and the preset steering angle; The preset steering angle is determined based on the motion parameters of the vehicle in the ideal state.

23. The method according to claim 3, wherein The motion actions include at least one of the following: lateral motion, longitudinal motion, steering motion, and rotation about the center of mass.

24. A vehicle movement control device, characterized in that, The device includes: a processing unit; The processing unit is configured to, in response to a vehicle movement instruction, control the suspension system of the vehicle to apply a driving force to the wheels to achieve vehicle movement; wherein, the driving force is obtained according to the vehicle movement instruction.

25. A vehicle, characterized in that, Comprising: A memory, a processor, and a computer program stored on the memory and executable on the processor, and the processor executes the program to implement the method according to any one of claims 1 to 23.

26. A computer-readable storage medium storing instructions therein, characterized in that, When the computer executes this instruction, the computer executes the method according to any one of claims 1 to 23 above.

27. A computer program product, the computer program product comprising instructions, wherein when the instructions are executed on a computer, The computer executes the method according to any one of claims 1 to 23 above.

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