Layered multi-mode vehicle chassis torque vector determination method and device and medium

Abstract

The invention discloses a layered multi-mode vehicle chassis torque vector determination method and device and a medium. Comparing vehicle joint description information corresponding to a target vehicle is obtained and matched with vehicle working condition mode conditions, and a current vehicle working condition mode is determined; the vehicle wheel torque is determined according to the current vehicle description parameters in combination with an additional yaw moment calculation joint model; a wheel longitudinal force calculation method matched with the current vehicle working condition mode is obtained, and the longitudinal force of each wheel corresponding to the target vehicle is calculated in combination with the vehicle wheel torque; and calculating the longitudinal force of each wheel through a vehicle chassis torque vector calculation method to obtain a vehicle chassis torque vector. The problems that complex road condition changes cannot be dynamically adapted due to the fact that torque is distributed through fixed constraint, and the control performance is limited due to the fact that the strong coupling relation between the longitudinal driving force requirement and the yaw stability requirement cannot be effectively decoupled are solved, and the stability of automatic driving of the vehicle is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle control and data processing, and in particular, to a hierarchical multi-mode method, device and medium for determining the torque vector of a vehicle chassis. Background Art

[0002] With the development of vehicle autonomous driving technology, trajectory tracking and stability control of autonomous vehicles are the core technologies to ensure safe driving.

[0003] In the process of implementing the present invention, the inventor found that the prior art has the following defects: Currently, for traditional control strategies, they perform well under normal working conditions, but there are two problems under extreme working conditions such as low adhesion roads or split friction roads. First, the adaptability of a single torque distribution mode is insufficient: existing methods usually allocate torque using fixed constraints, making it difficult to dynamically adapt to complex road condition changes, easily resulting in tire force saturation and vehicle instability. Second, the coupling problem between longitudinal force and yaw moment: Under extreme working conditions, there is a strong coupling relationship between the longitudinal driving force demand and the yaw stability demand, and existing methods fail to effectively decouple them, resulting in limited control performance. Summary of the Invention

[0004] The present invention provides a hierarchical multi-mode method, device and medium for determining the torque vector of a vehicle chassis to improve the stability of vehicle autonomous driving.

[0005] According to one aspect of the present invention, a hierarchical multi-mode method for determining the torque vector of a vehicle chassis is provided, which includes:

[0006] Obtain the combined description information of the comparison vehicle corresponding to the target vehicle;

[0007] Match the combined description information of the comparison vehicle with the pre-set vehicle working condition mode conditions to determine the current vehicle working condition mode corresponding to the target vehicle;

[0008] Combine the pre-set additional yaw moment calculation joint model, and determine the vehicle wheel torque corresponding to the calculated additional yaw moment according to the obtained current vehicle description parameters;

[0009] Obtain the wheel longitudinal force calculation method matching the current vehicle working condition mode, and calculate the longitudinal forces of each wheel corresponding to the target vehicle respectively in combination with the vehicle wheel torque;

[0010] Calculate the longitudinal forces of each wheel through the pre-set vehicle chassis torque vector calculation method to obtain the vehicle chassis torque vector;

[0011] Among them, the upper layer is for trajectory tracking control of the target vehicle, and the lower layer is for joint distribution control between the vehicle driving force and the additional yaw moment.

[0012] According to another aspect of the present invention, a hierarchical multi-mode vehicle chassis torque vector determination device is provided, which includes:

[0013] A comparison vehicle combined description information acquisition module, configured to acquire comparison vehicle combined description information corresponding to a target vehicle;

[0014] A current vehicle condition mode determination module, configured to match the comparison vehicle combined description information with pre-set vehicle condition mode conditions to determine the current vehicle condition mode corresponding to the target vehicle;

[0015] A vehicle wheel torque determination module, configured to combine a pre-set additional yaw torque calculation joint model and determine vehicle wheel torques corresponding to the calculated additional yaw torque according to the acquired current vehicle description parameters;

[0016] A wheel longitudinal force calculation module, configured to acquire a wheel longitudinal force calculation method matching the current vehicle condition mode and calculate the longitudinal forces of each wheel corresponding to the target vehicle respectively in combination with the vehicle wheel torques;

[0017] A vehicle chassis torque vector determination module, configured to calculate the longitudinal forces of each wheel through a pre-set vehicle chassis torque vector calculation method to obtain a vehicle chassis torque vector;

[0018] Wherein, trajectory tracking control of the target vehicle is performed in the upper layer, and joint distribution control between the vehicle driving force and the additional yaw torque is performed in the lower layer.

[0019] According to another aspect of the present invention, an electronic device is provided, including a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein when the processor executes the computer program, the hierarchical multi-mode vehicle chassis torque vector determination method described in any embodiment of the present invention is implemented.

[0020] According to another aspect of the present invention, a computer-readable storage medium is provided, and the computer-readable storage medium stores computer instructions, and the computer instructions are used to implement the hierarchical multi-mode vehicle chassis torque vector determination method described in any embodiment of the present invention when executed by a processor.

[0021] The technical solution of the embodiment of the present invention is to obtain the combined description information of the comparison vehicle corresponding to the target vehicle; match the combined description information of the comparison vehicle with the pre-set vehicle working condition mode conditions to determine the current vehicle working condition mode corresponding to the target vehicle; combine the pre-set additional yaw moment calculation combined model, and determine the vehicle wheel torque corresponding to the calculated additional yaw moment according to the obtained current vehicle description parameters; obtain the wheel longitudinal force calculation method matching the current vehicle working condition mode, and calculate the longitudinal forces of each wheel corresponding to the target vehicle respectively in combination with the vehicle wheel torque; calculate the longitudinal forces of each wheel through the pre-set vehicle chassis torque vector calculation method to obtain the vehicle chassis torque vector. This solves the problem of limited control performance caused by the difficulty of dynamically adapting to complex road condition changes due to the use of fixed constraint torque distribution and the failure to effectively decouple the strong coupling relationship between the longitudinal driving force demand and the yaw stability demand. By establishing a hierarchical multi-mode control architecture and adopting dynamic mode switching, a balanced control effect can be obtained under different road adhesion conditions, thereby improving the stability of vehicle autonomous driving and the trajectory tracking accuracy.

[0022] It should be understood that the content described in this part is not intended to identify the key or important features of the embodiments of the present invention, nor is it used to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. Brief Description of the Drawings

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, 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 invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0024] Figure 1 is a flowchart of a method for determining a hierarchical multi-mode vehicle chassis torque vector according to Embodiment 1 of the present invention;

[0025] Figure 2 is a schematic structural diagram of a device for determining a hierarchical multi-mode vehicle chassis torque vector according to Embodiment 2 of the present invention;

[0026] Figure 3 is a schematic structural diagram of an electronic device according to Embodiment 3 of the present invention. Detailed Embodiments

[0027] To enable those skilled in the art to better understand the solution of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below 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 of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0028] It should be noted that the terms "target", "current", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily need to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device comprising a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0029] Embodiment 1

[0030] Figure 1 A flowchart of a method for determining the vehicle chassis torque vector in a hierarchical multi-mode is provided for Embodiment 1 of the present invention. This embodiment is applicable to the situation of determining the vehicle chassis torque vector of a target vehicle in different modes. This method can be executed by a device for determining the vehicle chassis torque vector in a hierarchical multi-mode, and this device for determining the vehicle chassis torque vector in a hierarchical multi-mode can be implemented in the form of hardware and / or software.

[0031] Correspondingly, as Figure 1 shown, the method includes:

[0032] S110. Obtain the combined description information of the comparison vehicle corresponding to the target vehicle.

[0033] Among them, the combined description information of the comparison vehicle can be information for determining the vehicle working condition mode. Specifically, the combined description information of the comparison vehicle can include: historical tire force margin, historical centroidal side slip angle, and historical yaw rate.

[0034] Optionally, the comparison vehicle combined description information is any one of the vehicle combined description information at the previous moment or the set vehicle combined description information; obtaining the comparison vehicle combined description information corresponding to the target vehicle includes: if it is determined that there is vehicle combined description information at the previous moment for the target vehicle, obtaining the vehicle combined description information at the previous moment; if it is determined that there is no vehicle combined description information at the previous moment for the target vehicle, obtaining the pre-set set vehicle combined description information.

[0035] Among them, the comparison vehicle combined description information can be the vehicle combined description information at the previous moment or the set vehicle combined description information.

[0036] In this embodiment, it is necessary to determine whether there is vehicle combined description information at the previous moment. If there is, it means that the target vehicle is not just started and the vehicle combined description information at the previous moment can be obtained, so the vehicle combined description information at the previous moment is obtained. If there is no vehicle combined description information at the previous moment, it means that the target vehicle is in the just-started state. Therefore, it is necessary to obtain the pre-set set vehicle combined description information.

[0037] Furthermore, the current working condition mode of the vehicle can be determined according to the obtained vehicle combined description information at the previous moment or the set vehicle combined description information.

[0038] S120. Match the comparison vehicle combined description information with the pre-set vehicle working condition mode conditions to determine the current vehicle working condition mode corresponding to the target vehicle.

[0039] Among them, the vehicle working condition mode conditions can include: hard constraint mode, yaw moment priority mode, and stability priority mode.

[0040] Specifically, the hard constraint mode is relative to the case where the vehicle is in an ideal working condition. The applicable range of the hard constraint mode is a high-adhesion road surface and the tire force of the vehicle is in an unsaturated state. In detail, for a high-adhesion road surface, the road surface adhesion coefficient is generally high.

[0041] Among them, the yaw moment priority mode is relative to the case where the vehicle is in a medium-risk working condition. The applicable range of the yaw moment priority mode is a road surface with low adhesion and the hard constraints of the total longitudinal force of the wheels and the additional yaw moment cannot be satisfied simultaneously.

[0042] Among them, the stability priority mode is relative to the case where the vehicle is in an extreme working condition. The applicable range of the stability priority mode is a road surface with extremely low adhesion, such as an ice and snow road surface; or the vehicle is on the verge of instability.

[0043] Optionally, the matching of the combined description information of the comparison vehicle with the preset vehicle operating mode conditions to determine the current vehicle operating mode corresponding to the target vehicle includes: obtaining a tire force margin threshold, and determining whether the historical tire force margin is greater than the tire force margin threshold. If it is greater, the current vehicle operating mode is determined to be the hard constraint mode; if it is not greater, and the historical center of gravity sideslip angle is not greater than the center of gravity sideslip angle threshold and the historical yaw rate is not greater than the yaw rate threshold, the current vehicle operating mode is determined to be the yaw moment priority mode; if it is not greater, and any one of the historical center of gravity sideslip angle being greater than the center of gravity sideslip angle threshold or the historical yaw rate being greater than the yaw rate threshold is satisfied, the current vehicle operating mode is determined to be the stability priority mode.

[0044] Among them, the tire force margin threshold may be the preset threshold of the tire force margin, and the historical tire force margin may be the tire force margin calculated according to the vertical force, longitudinal force, and lateral force of each wheel corresponding to the historical moment and combined with the road surface adhesion coefficient.

[0045] Among them, the historical center of gravity sideslip angle may be the center of gravity sideslip angle obtained at the previous moment or the preset center of gravity sideslip angle. The center of gravity sideslip angle threshold may be the preset center of gravity sideslip angle. The historical yaw rate may be the yaw rate obtained at the previous moment or the preset yaw rate. The yaw rate threshold may be the preset yaw rate.

[0046] In this embodiment, the magnitude relationship between the historical center of gravity sideslip angle and the center of gravity sideslip angle threshold, and the historical yaw rate and the yaw rate threshold can be used to reflect whether the vehicle is on the verge of instability.

[0047] In this embodiment, assume that the historical tire force margin is Z1, the tire force margin threshold is Z th , the historical center of gravity sideslip angle is β1, the center of gravity sideslip angle threshold is β th , the historical yaw rate is ω1, and the yaw rate threshold is ω th .

[0048] Exemplarily, first determine the magnitude relationship between Z1 and Z th . If Z1 > Z th , the current vehicle operating mode is determined to be the hard constraint mode. If Z1 ≤ Z th , then determine the relationship between β1 and β th , and between ω1 and ω th . If β1 ≤ β th and ω1 ≤ ω th , the current vehicle operating mode is determined to be the yaw moment priority mode; if β1 > β th is satisfied, or ω1 > ω is satisfiedth , it is determined that the current vehicle operating condition mode is the stability - priority mode.

[0049] S130. Combine the pre - set combined additional yaw moment calculation model, and based on the obtained current vehicle description parameters, determine the vehicle wheel torques corresponding to the calculated additional yaw moment.

[0050] Among them, the combined additional yaw moment calculation model includes: a vehicle kinematic model, a dynamic model, and a tire lateral force model.

[0051] Optionally, the step of combining the pre - set combined additional yaw moment calculation model and based on the obtained current vehicle description parameters to determine the vehicle wheel torques corresponding to the calculated additional yaw moment includes: constructing the vehicle kinematic model as Among them, β represents the current center - of - mass sideslip angle; represents the current yaw rate derivative; v is the current vehicle speed; is the derivative of the abscissa position of the vehicle center of mass in the global coordinate system; is the derivative of the ordinate position of the vehicle center of mass in the global coordinate system; ω represents the current yaw rate; constructing the dynamic model as Among them, δ f represents the front - wheel steering angle; m is the vehicle mass; a y represents the lateral acceleration; F yf represents the lateral force of the front axle; F yr represents the lateral force of the rear axle; I z represents the yaw inertia moment of the vehicle about the Z - axis; a represents the distance from the center of mass to the front axle; b represents the distance from the center of mass to the rear axle; M z represents the additional yaw moment; represents the current yaw rate derivative; constructing the tire lateral force model Among them, C f represents the cornering stiffness of the front wheels; C r represents the cornering stiffness of the rear wheels; a f represents the sideslip angle of the front wheels; a r represents the sideslip angle of the rear wheels; based on the obtained current vehicle description parameters, substitute the tire lateral force model into the vehicle kinematic model and the dynamic model, calculate the current center - of - mass sideslip angle derivative and the current yaw rate derivative; combine the vehicle kinematic model and the dynamic model, and based on the current center - of - mass sideslip angle derivative and the current yaw rate derivative, obtain a discretized time - state - space model; based on the pre - set model - predictive control framework and the control - sequence quadratic - programming optimization objective conditions, and in combination with the discretized time - state - space model, calculate the additional yaw moment; according to the vehicle wheel torque calculation formula Calculate the vehicle wheel torques; where, lx represents the track width; r represents the wheel radius; T fl represents the left front vehicle wheel torque; T fr represents the right front vehicle wheel torque; T rl represents the left rear vehicle wheel torque; T rr represents the right rear vehicle wheel torque.

[0052] Among them, the vehicle kinematic model can be the geometric relationship describing the change of the vehicle position and attitude over time. Assuming that the target vehicle moves in a two-dimensional plane, based on the small-angle approximation (such as a small steering angle), the model can be simplified to Under the small-angle assumption and the model is further simplified to:

[0053] Among them, the dynamic model is based on a two-degree-of-freedom vehicle model. Considering the balance of the lateral force and the additional yaw moment, the dynamic model can be constructed as

[0054] In this embodiment, for the tire lateral force model, assuming a linear tire characteristic, the lateral force is proportional to the side slip angle, and we can obtain Since α f ≈δ f -β-aω / v, α r ≈-β+bω / v, substituting the tire lateral force model into the vehicle kinematic model and the dynamic model, the current derivative of the center-of-mass side slip angle and the current derivative of the yaw rate are calculated as

[0055] Furthermore, by combining the vehicle kinematic model and the dynamic model, state variables can be defined. The first state variable is The second state variable is η = [δ f , M z T , and the discretized time state space model can be further obtained as Among them, k represents the current moment, A d =I + T s A c , B d =T s B c , Among them, A c represents the system matrix in the continuous state, B c represents the control matrix in the continuous state, T s represents the system control time step, C d represents the system output matrix, A d ​Represents the system matrix in the discrete state, B d Represents the control matrix in the discrete state, Y d Represents the system output variable.

[0056] In this embodiment, based on the pre-set model predictive control framework and the control sequence quadratic programming optimization objective conditions, and combined with the discretized time state space model, the additional yaw moment is calculated.

[0057] Specifically, based on the pre-set model predictive control framework and the discretized time state space model, the state of the system in the future P steps under N-step control can be predicted as: It can be sorted out and unified to get: Y f (k) = φχ(k) + ψΓ(k), where the intermediate parameters are respectively Y f (k), φ, ψ and Γ(k), where Γ(k) represents the control sequence, Y f (k) represents the vehicle state. Specifically, the intermediate parameters are respectively

[0058]

[0059] Furthermore, according to the control sequence quadratic programming optimization objective conditions: where Q and R are the weight matrices of the state and the control input, Y f (k) ref is the expected vehicle state, N is the control step length, and P is the prediction step length (where P > N). The control sequence Γ(k) can be further calculated, and the additional yaw moment M can be calculated through Γ(k) z .

[0060] Correspondingly, according to the vehicle wheel torque calculation formula the vehicle wheel torques can be calculated, that is, T fl 、T fr 、T rl and T rr .

[0061] S140. Obtain the wheel longitudinal force calculation method matching the current vehicle working condition mode, and combine the vehicle wheel torques to calculate the longitudinal forces of the respective wheels corresponding to the target vehicle.

[0062] Optionally, obtaining a wheel longitudinal force calculation method matching the current vehicle operating condition mode, and combining with the vehicle wheel torque, respectively calculating the longitudinal forces of each wheel corresponding to the target vehicle, including: obtaining and calculating, according to the vehicle wheel torque, the components of each wheel in the longitudinal direction; wherein, the vehicle wheel torque includes the left front vehicle wheel torque, the right front vehicle wheel torque, the left rear vehicle wheel torque, and the right rear vehicle wheel torque; according to the components of each wheel in the longitudinal direction, and the wheel longitudinal force calculation method matching the hard constraint mode, respectively calculating the longitudinal forces of each wheel corresponding to the target vehicle F xi ; wherein, the wheel longitudinal force calculation method matching the hard constraint mode includes: the constraint condition is and the quadratic programming optimization target condition is wherein, F xd represents the total wheel longitudinal force; B u represents the distance between the front wheels; F xfl represents the component of the left front vehicle wheel torque in the longitudinal direction; F xfr represents the component of the right front vehicle wheel torque in the longitudinal direction; F xrl represents the component of the left rear vehicle wheel torque in the longitudinal direction; F xrr represents the component of the right rear vehicle wheel torque in the longitudinal direction; J represents the tire utilization rate; κ i represents the weight coefficient; F zi represents the vertical force of each wheel; μ represents the road surface adhesion coefficient; fl represents the left front vehicle wheel; fr represents the right front vehicle wheel; rl represents the left rear vehicle wheel; rr represents the right rear vehicle wheel.

[0063] In this embodiment, F fl , F fr , F rl and F rr can be respectively calculated according to T xfl , F xfr , F xrl and F xrr . Further, according to the constraint conditions and quadratic programming optimization target conditions corresponding to the hard constraint mode (with minimizing the tire utilization rate as the optimization target), respectively calculate the longitudinal forces of each wheel corresponding to the target vehicle F xi .

[0064] Optionally, obtaining a wheel longitudinal force calculation method matching the current vehicle operating condition mode, and combining with the vehicle wheel torque, respectively calculating the longitudinal forces of each wheel corresponding to the target vehicle, including: obtaining and calculating, according to the components of each wheel in the longitudinal direction, and the wheel longitudinal force calculation method matching the yaw moment priority mode, respectively calculating the longitudinal forces of each wheel corresponding to the target vehicle F xi; Among them, the calculation method of the wheel longitudinal force matching the yaw moment priority mode includes: the constraint condition is and the quadratic programming optimization objective condition is Among them, λ represents the longitudinal force tracking weight; F xd,actual represents the actual total wheel longitudinal force.

[0065] In this embodiment, for the yaw moment priority mode, on the premise of satisfying M z , try to track F xd requirements, and take minimizing the tire force utilization rate as the optimization objective to process, and obtain the longitudinal force F of each wheel corresponding to the target vehicle xi .

[0066] In addition, when the tire force is close to saturation, , the yaw moment priority mode can be activated; among them, F yi represents the lateral force of each wheel, where

[0067] Optionally, the method for obtaining the calculation method of the wheel longitudinal force matching the current vehicle condition mode and combining the vehicle wheel torque to calculate the longitudinal force of each wheel corresponding to the target vehicle respectively includes: obtaining and respectively calculating the longitudinal force of each wheel corresponding to the target vehicle F according to the components of each wheel in the longitudinal direction and the calculation method of the wheel longitudinal force matching the stability priority mode xi ; Among them, the calculation method of the wheel longitudinal force matching the stability priority mode includes: the constraint condition is and the quadratic programming optimization objective condition is Among them, γ is the stability penalty coefficient.

[0068] In this embodiment, for the stability priority mode, taking stability as the highest priority and minimizing the tire force utilization rate and suppressing side slip as the optimization objective to process, the longitudinal force F of each wheel corresponding to the target vehicle can be obtained xi .

[0069] S150. Calculate the longitudinal force of each wheel through a pre-set vehicle chassis torque vector calculation method to obtain the vehicle chassis torque vector.

[0070] Among them, the upper layer is to perform trajectory tracking control on the target vehicle, and the lower layer is the joint distribution control between the vehicle driving force and the additional yaw moment.

[0071] In this embodiment, after obtaining the longitudinal force F of each wheel corresponding to the target vehicle xi , and according to the vehicle chassis torque vector calculation method T i= F xi r (where r represents the wheel radius), the vehicle chassis torque vector T can be obtained i .

[0072] Furthermore, the automatic driving of the target vehicle can be controlled according to the calculated vehicle chassis torque vector.

[0073] The technical solution of the embodiment of the present invention obtains the combined description information of the comparison vehicle corresponding to the target vehicle; matches the combined description information of the comparison vehicle with the pre-set vehicle working condition mode conditions to determine the current vehicle working condition mode corresponding to the target vehicle; combines the pre-set additional yaw moment calculation combined model, and determines the vehicle wheel torque corresponding to the calculated additional yaw moment according to the obtained current vehicle description parameters; obtains the wheel longitudinal force calculation method matching the current vehicle working condition mode, and combines the vehicle wheel torque to calculate the longitudinal forces of each wheel corresponding to the target vehicle respectively; calculates the longitudinal forces of each wheel through the pre-set vehicle chassis torque vector calculation method to obtain the vehicle chassis torque vector. It solves the problem of limited control performance caused by the difficulty in dynamically adapting to complex road condition changes due to the use of fixed constraint torque distribution and the failure to effectively decouple the strong coupling relationship between the longitudinal driving force demand and the yaw stability demand. By establishing a hierarchical multi-mode control architecture and adopting dynamic mode switching, a balanced control effect can be obtained under different road surface adhesion conditions, thereby improving the stability of vehicle automatic driving and the trajectory tracking accuracy.

[0074] Embodiment 2

[0075] Figure 2 It is a schematic structural diagram of a hierarchical multi-mode vehicle chassis torque vector determination device provided by Embodiment 2 of the present invention. The hierarchical multi-mode vehicle chassis torque vector determination device provided in this embodiment can be implemented by software and / or hardware, and can be configured in a terminal device or a server to implement a hierarchical multi-mode vehicle chassis torque vector determination method in the embodiment of the present invention. As Figure 2 shown, the device includes: a comparison vehicle combined description information acquisition module 210, a current vehicle working condition mode determination module 220, a vehicle wheel torque determination module 230, a wheel longitudinal force calculation module 240, and a vehicle chassis torque vector determination module 250.

[0076] Among them, the comparison vehicle combined description information acquisition module 210 is used to acquire the comparison vehicle combined description information corresponding to the target vehicle;

[0077] The current vehicle working condition mode determination module 220 is used to match the combined description information of the comparison vehicle with the pre-set vehicle working condition mode conditions to determine the current vehicle working condition mode corresponding to the target vehicle;

[0078] The vehicle wheel torque determination module 230 is configured to combine a pre-set additional yaw torque calculation joint model and determine the vehicle wheel torque corresponding to the calculated additional yaw torque according to the obtained current vehicle description parameters;

[0079] The wheel longitudinal force calculation module 240 is configured to obtain a wheel longitudinal force calculation method matching the current vehicle condition mode and calculate the longitudinal forces of the respective wheels corresponding to the target vehicle in combination with the vehicle wheel torque;

[0080] The vehicle chassis torque vector determination module 250 is configured to calculate the vehicle chassis torque vector by calculating the longitudinal forces of the respective wheels through a pre-set vehicle chassis torque vector calculation method;

[0081] Among them, the upper layer performs trajectory tracking control on the target vehicle, and the lower layer performs joint distribution control between the vehicle driving force and the additional yaw torque.

[0082] The technical solution of the embodiment of the present invention solves the problem of limited control performance caused by the difficulty of dynamically adapting to complex road condition changes due to the use of fixed constraint distribution torque and the failure to effectively decouple the strong coupling relationship between the longitudinal driving force demand and the yaw stability demand. By establishing a hierarchical multi-mode control architecture and adopting dynamic mode switching, a balanced control effect can be obtained under different road surface adhesion conditions, thereby improving the stability of vehicle autonomous driving and the trajectory tracking accuracy.

[0083] Based on the above embodiments, the comparison vehicle joint description information is any one of the vehicle joint description information at the previous moment or the set vehicle joint description information.

[0084] Based on the above embodiments, the comparative vehicle combined description information acquisition module 210 may specifically be configured to: if it is determined that there is vehicle combined description information at the previous moment for the target vehicle, acquire the vehicle combined description information at the previous moment; if it is determined that there is no vehicle combined description information at the previous moment for the target vehicle, acquire the preset set vehicle combined description information.

[0085] Based on the above embodiments, the vehicle operating condition modes include: a hard constraint mode, a yaw moment priority mode, and a stability priority mode; the comparative vehicle combined description information includes: a historical tire force margin, a historical centroid side slip angle, and a historical yaw angular velocity.

[0086] Based on the above embodiments, the current vehicle operating condition mode determination module 220 may specifically be configured to: obtain a tire force margin threshold, and determine whether the historical tire force margin is greater than the tire force margin threshold. If it is greater, determine that the current vehicle operating condition mode is the hard constraint mode; if it is not greater, and the historical centroid side slip angle is not greater than the centroid side slip angle threshold and the historical yaw angular velocity is not greater than the yaw angular velocity threshold, determine that the current vehicle operating condition mode is the yaw moment priority mode; if it is not greater, and either the historical centroid side slip angle is greater than the centroid side slip angle threshold or the historical yaw angular velocity is greater than the yaw angular velocity threshold is satisfied, determine that the current vehicle operating condition mode is the stability priority mode.

[0087] Based on the above embodiments, the additional yaw moment calculation combined model includes: a vehicle kinematic model, a dynamic model, and a tire lateral force model.

[0088] Based on the above embodiments, the vehicle wheel torque determination module 230 may specifically be configured to: construct a vehicle kinematic model as where β represents the current centroid side slip angle; represents the current yaw angle derivative; v is the current vehicle speed; is the derivative of the abscissa position of the vehicle centroid in the global coordinate system; is the derivative of the ordinate position of the vehicle centroid in the global coordinate system; ω represents the current yaw angular velocity; construct a dynamic model as where δ f represents the front wheel steering angle; m is the vehicle mass; a y represents the lateral acceleration; F yf represents the lateral force of the front axle; F yr represents the lateral force of the rear axle; I z represents the yaw inertia moment of the vehicle about the Z axis; a represents the distance from the centroid to the front axle; b represents the distance from the centroid to the rear axle; M z represents the additional yaw moment; Represents the current yaw rate derivative; construct a tire lateral force model where C f represents the cornering stiffness of the front wheels; C r represents the cornering stiffness of the rear wheels; a f represents the cornering angle of the front wheels; a r represents the cornering angle of the rear wheels; according to the obtained current vehicle description parameters, substitute the tire lateral force model into the vehicle kinematic model and dynamic model, and calculate the current center-of-mass side-slip angle derivative and the current yaw rate derivative; combine the vehicle kinematic model and dynamic model, and based on the current center-of-mass side-slip angle derivative and the current yaw rate derivative, obtain a discretized time state-space model; based on a pre-set model predictive control framework and a control sequence quadratic programming optimization objective condition, and in combination with the discretized time state-space model, calculate the additional yaw moment; according to the vehicle wheel torque calculation formula calculate the vehicle wheel torques; where l x represents the track width; r represents the wheel radius; T fl represents the left front vehicle wheel torque; T fr represents the right front vehicle wheel torque; T rl represents the left rear vehicle wheel torque; T rr represents the right rear vehicle wheel torque.

[0089] Based on the above embodiments, the wheel longitudinal force calculation module 240 may specifically be used to: obtain and calculate, according to the vehicle wheel torques, the components of each wheel in the longitudinal direction respectively; where the vehicle wheel torques include the left front vehicle wheel torque, the right front vehicle wheel torque, the left rear vehicle wheel torque, and the right rear vehicle wheel torque; according to the components of each wheel in the longitudinal direction and the wheel longitudinal force calculation method matching the hard constraint mode, calculate the longitudinal forces F xi of the respective wheels corresponding to the target vehicle respectively; where the wheel longitudinal force calculation method matching the hard constraint mode includes: the constraint condition is and the quadratic programming optimization objective condition is where F xd represents the total wheel longitudinal force; B u represents the distance between the front-side wheels; F xfl represents the component of the left front vehicle wheel torque in the longitudinal direction; F xfr represents the component of the right front vehicle wheel torque in the longitudinal direction; F xrl represents the component of the left rear vehicle wheel torque in the longitudinal direction; F xrr represents the component of the right rear vehicle wheel torque in the longitudinal direction; J represents the tire utilization rate; κ i represents the weight coefficient; F ziIndicates the vertical force of each wheel; μ represents the road surface adhesion coefficient; fl represents the left front vehicle wheel; fr represents the right front vehicle wheel; rl represents the left rear vehicle wheel; rr represents the right rear vehicle wheel.

[0090] Based on the above embodiments, the wheel longitudinal force calculation module 240 may specifically be further configured to: obtain and calculate, according to the components of each wheel in the longitudinal direction and the wheel longitudinal force calculation method matching the yaw moment priority mode, the longitudinal forces F of the respective wheels corresponding to the target vehicle xi ; wherein, the wheel longitudinal force calculation method matching the yaw moment priority mode includes: the constraint condition is and the quadratic programming optimization target condition is wherein, λ represents the longitudinal force tracking weight; F xd,actual represents the actual total longitudinal force of the wheels.

[0091] Based on the above embodiments, the wheel longitudinal force calculation module 240 may specifically be further configured to: obtain and calculate, according to the components of each wheel in the longitudinal direction and the wheel longitudinal force calculation method matching the stability priority mode, the longitudinal forces F of the respective wheels corresponding to the target vehicle xi ; wherein, the wheel longitudinal force calculation method matching the stability priority mode includes: the constraint condition is and the quadratic programming optimization target condition is wherein, γ is the stability penalty coefficient.

[0092] The hierarchical multi-mode vehicle chassis torque vector determination device provided by the embodiments of the present invention can execute the hierarchical multi-mode vehicle chassis torque vector determination method provided by any embodiment of the present invention, and has the corresponding functional modules and beneficial effects for executing the method.

[0093] Embodiment III

[0094] Figure 3 Fig. shows a schematic structural diagram of an electronic device 10 that can be used to implement Embodiment III of the present invention. The electronic device is intended to represent various forms of digital computers, such as, a laptop computer, a desktop computer, a workbench, a personal digital assistant, a server, a blade server, a mainframe computer, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as, a personal digital processor, a cellular phone, a smart phone, a wearable device (such as a helmet, glasses, a watch, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are only examples and are not intended to limit the implementation of the present invention described and / or claimed herein.

[0095] As Figure 3As shown, the electronic device 10 includes at least one processor 11 and a memory communicatively connected to the at least one processor 11, such as read-only memory (ROM) 12, random access memory (RAM) 13, etc. The memory stores a computer program executable by the at least one processor. The processor 11 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 12 or the computer program loaded from the storage unit 18 into the random access memory (RAM) 13. In the RAM 13, various programs and data required for the operation of the electronic device 10 can also be stored. The processor 11, ROM 12, and RAM 13 are connected to each other via a bus 14. The input / output (I / O) interface 15 is also connected to the bus 14.

[0096] Multiple components in the electronic device 10 are connected to the I / O interface 15, including: an input unit 16, such as a keyboard, a mouse, etc.; an output unit 17, such as various types of displays, speakers, etc.; a storage unit 18, such as a magnetic disk, an optical disc, etc.; and a communication unit 19, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0097] The processor 11 can be various general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 11 executes the various methods and processes described above, such as the hierarchical multi-mode vehicle chassis torque vector determination method.

[0098] In some embodiments, the hierarchical multi-mode vehicle chassis torque vector determination method can be implemented as a computer program tangibly embodied in a computer-readable storage medium, such as the storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed onto the electronic device 10 via the ROM 12 and / or the communication unit 19. When the computer program is loaded into the RAM 13 and executed by the processor 11, one or more steps of the hierarchical multi-mode vehicle chassis torque vector determination method described above can be executed. Alternatively, in other embodiments, the processor 11 can be configured to execute the hierarchical multi-mode vehicle chassis torque vector determination method in any other appropriate manner (e.g., by means of firmware).

[0099] The method includes: obtaining the combined description information of comparison vehicles corresponding to the target vehicle; matching the combined description information of the comparison vehicles with the pre-set vehicle working condition mode conditions to determine the current vehicle working condition mode corresponding to the target vehicle; combining the pre-set additional yaw moment calculation combined model, and determining the vehicle wheel torque corresponding to the calculated additional yaw moment according to the obtained current vehicle description parameters; obtaining the wheel longitudinal force calculation method matching the current vehicle working condition mode, and respectively calculating the longitudinal forces of each wheel corresponding to the target vehicle in combination with the vehicle wheel torque; calculating the longitudinal forces of each wheel through the pre-set vehicle chassis torque vector calculation method to obtain the vehicle chassis torque vector; wherein, the upper layer performs trajectory tracking control on the target vehicle, and the lower layer performs combined distribution control between the vehicle driving force and the additional yaw moment.

[0100] The various embodiments of the systems and techniques described above in this specification can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGA), application specific integrated circuits (ASIC), application specific standard products (ASSP), systems on a chip (SOC), complex programmable logic devices (CPLD), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include: being implemented in one or more computer programs, which can be executed and / or interpreted on a programmable system including at least one programmable processor. The programmable processor can be a dedicated or general programmable processor, and can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit the data and instructions to the storage system, the at least one input device, and the at least one output device.

[0101] The computer programs for implementing the methods of the present invention can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general purpose computer, a dedicated computer, or other programmable data processing devices, such that when the computer programs are executed by the processor, the functions / operations specified in the flowcharts and / or block diagrams are implemented. The computer programs can be executed entirely on the machine, partially on the machine, as an independent software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0102] In the context of the present invention, a computer-readable storage medium can be a tangible medium that can contain or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer-readable storage medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, the computer-readable storage medium can be a machine-readable signal medium. More specific examples of the machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0103] To provide for interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which the user can provide input to the electronic device. Other kinds of devices can also be used to provide for interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0104] The systems and techniques described herein can be implemented in a computing system that includes a back-end component (e.g., as a data server), or a computing system that includes a middleware component (e.g., an application server), or a computing system that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which the user can interact with an implementation of the systems and techniques described herein), or a computing system that includes any combination of such back-end, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0105] A computing system may include a client and a server. The client and the server are generally far from each other and usually interact via a communication network. The client-server relationship is created by computer programs running on respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or a cloud host, which is a host product in the cloud computing service system, solving the defects of difficult management and weak business scalability existing in traditional physical hosts and VPS services.

[0106] It should be understood that various forms of the processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in the present invention can be executed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved, and no limitation is imposed herein.

[0107] The above specific embodiments do not constitute a limitation on the protection scope of the present invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

[0108] Embodiment 4

[0109] Embodiment 4 of the present invention further provides a computer-readable storage medium containing computer-readable instructions that are used to execute a hierarchical multi-mode vehicle chassis torque vector determination method when executed by a computer processor. The method includes: obtaining comparison vehicle combined description information corresponding to a target vehicle; matching the comparison vehicle combined description information with pre-set vehicle operating condition mode conditions to determine the current vehicle operating condition mode corresponding to the target vehicle; combining a pre-set additional yaw moment calculation combined model and, according to the obtained current vehicle description parameters, determining the vehicle wheel torques corresponding to the calculated additional yaw moment; obtaining a wheel longitudinal force calculation method matching the current vehicle operating condition mode and, in combination with the vehicle wheel torques, respectively calculating the longitudinal forces of each wheel corresponding to the target vehicle; calculating the longitudinal forces of each wheel through a pre-set vehicle chassis torque vector calculation method to obtain the vehicle chassis torque vector; where the upper layer is for trajectory tracking control of the target vehicle, and the lower layer is for joint distribution control between the vehicle driving force and the additional yaw moment.

[0110] Certainly, the computer-executable instructions of a computer-readable storage medium provided in the embodiments of the present invention are not limited to the method operations described above, and can also execute related operations in the hierarchical multi-mode vehicle chassis torque vector determination provided in any embodiment of the present invention.

[0111] From the above description of the embodiments, those skilled in the art can clearly understand that the present invention can be implemented by means of software and necessary general hardware. Of course, it can also be implemented by hardware, but in many cases the former is a better implementation. Based on such an understanding, the technical solution of the present invention, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as a floppy disk, read-only memory (ROM), random access memory (RAM), flash memory (FLASH), hard disk, or optical disc of a computer, etc., and includes several instructions for causing a computer device (which can be a personal computer, server, or network device, etc.) to execute the methods described in various embodiments of the present invention.

[0112] It should be noted that in the above embodiments of the determination of the vehicle chassis torque vector with hierarchical multi-mode, the various units and modules included are only divided according to functional logic, but are not limited to the above division, as long as the corresponding functions can be achieved; in addition, the specific names of the functional units are only for the convenience of mutual distinction and do not limit the protection scope of the present invention.

[0113] The above specific embodiments do not constitute a limitation on the protection scope of the present invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A method for determining the torque vector of a vehicle chassis with a hierarchical multi-mode, characterized in that, Including: Obtain the combined description information of comparison vehicles corresponding to the target vehicle; Match the combined description information of comparison vehicles with the pre-set vehicle working condition mode conditions to determine the current vehicle working condition mode corresponding to the target vehicle; Combine the pre-set additional yaw moment calculation combined model, and determine the vehicle wheel torque corresponding to the calculated additional yaw moment according to the obtained current vehicle description parameters; Obtain the wheel longitudinal force calculation method matching the current vehicle working condition mode, and calculate the longitudinal forces of each wheel corresponding to the target vehicle respectively in combination with the vehicle wheel torque; Calculate the longitudinal forces of each wheel through the pre-set vehicle chassis torque vector calculation method to obtain the vehicle chassis torque vector; Among them, the upper layer performs trajectory tracking control on the target vehicle, and the lower layer performs joint distribution control between the vehicle driving force and the additional yaw moment.

2. The method according to claim 1, characterized in that, The combined description information of comparison vehicles is any one of the combined description information of vehicles at the previous moment or the set combined description information of vehicles; The obtaining of the combined description information of comparison vehicles corresponding to the target vehicle includes: If it is determined that there is combined description information of vehicles at the previous moment for the target vehicle, obtain the combined description information of vehicles at the previous moment; If it is determined that there is no combined description information of vehicles at the previous moment for the target vehicle, obtain the pre-set set combined description information of vehicles.

3. The method according to claim 2, wherein The vehicle working condition mode conditions include: hard constraint mode, yaw moment priority mode, and stability priority mode; the combined description information of comparison vehicles includes: historical tire force margin, historical center of mass sideslip angle, and historical yaw rate; The matching of the combined description information of comparison vehicles with the pre-set vehicle working condition mode conditions to determine the current vehicle working condition mode corresponding to the target vehicle includes: Obtain the tire force margin threshold, and judge whether the historical tire force margin is greater than the tire force margin threshold. If it is greater, determine that the current vehicle working condition mode is the hard constraint mode; If it is not greater, and the historical center of mass sideslip angle is not greater than the center of mass sideslip angle threshold and the historical yaw rate is not greater than the yaw rate threshold, determine that the current vehicle working condition mode is the yaw moment priority mode; If it is not greater, and any one of the historical center of mass sideslip angle being greater than the center of mass sideslip angle threshold or the historical yaw rate being greater than the yaw rate threshold is satisfied, determine that the current vehicle working condition mode is the stability priority mode.

4. The method according to claim 3, wherein The additional yaw moment calculation combined model includes: vehicle kinematic model, dynamic model, and tire lateral force model; The combining of the pre-set additional yaw moment calculation combined model and determining the vehicle wheel torque corresponding to the calculated additional yaw moment according to the obtained current vehicle description parameters includes: The vehicle kinematic model is constructed as where β represents the current centroidal side slip angle; represents the current yaw rate derivative; v is the current vehicle speed; is the derivative of the abscissa position of the vehicle centroid in the global coordinate system; is the derivative of the ordinate position of the vehicle centroid in the global coordinate system; ω represents the current yaw angular velocity; The constructed dynamic model is where, δ f represents the front wheel steering angle; m is the vehicle mass; a y represents the lateral acceleration; F yf represents the lateral force of the front axle; F yr represents the lateral force of the rear axle; I z represents the yaw moment of inertia of the vehicle about the Z-axis; a represents the distance from the center of mass to the front axle; b represents the distance from the center of mass to the rear axle; M z represents the additional yaw moment; represents the derivative of the current yaw angular velocity; Build a tire lateral force model Among them, C f represents the cornering stiffness of the front wheel; C r represents the cornering stiffness of the rear wheel; a f represents the cornering angle of the front wheel; a r represents the cornering angle of the rear wheel; According to the obtained current vehicle description parameters, substitute the tire lateral force model into the vehicle kinematic model and dynamic model, and calculate the current center of mass sideslip angle derivative and the current yaw rate derivative; Combine the vehicle kinematic model and dynamic model, and obtain the discretized time state space model according to the current center of mass sideslip angle derivative and the current yaw rate derivative; Based on the pre-set model predictive control framework and the control sequence quadratic programming optimization objective conditions, and combined with the discretized time state space model, the additional yaw moment is calculated. According to the vehicle wheel torque calculation formula the vehicle wheel torque is calculated; where, l x represents the track width; r represents the wheel radius; T fl represents the left front vehicle wheel torque; T fr represents the right front vehicle wheel torque; T rl represents the left rear vehicle wheel torque; T rr represents the right rear vehicle wheel torque.

5. The method according to claim 4, wherein The method for obtaining the wheel longitudinal force calculation method matching the current vehicle condition mode, and combined with the vehicle wheel torque, respectively calculates the longitudinal forces of each wheel corresponding to the target vehicle, including: Obtain and calculate the components of each wheel in the longitudinal direction respectively according to the vehicle wheel torque. Among them, the vehicle wheel torque includes the left front vehicle wheel torque, the right front vehicle wheel torque, the left rear vehicle wheel torque, and the right rear vehicle wheel torque. According to the components of each wheel in the longitudinal direction and the method for calculating the longitudinal wheel force that matches the hard constraint mode, the longitudinal wheel forces F corresponding to each wheel of the target vehicle are calculated respectively xi ; Among them, the calculation method of the longitudinal wheel force for hard constraint pattern matching includes: the constraint condition is and the quadratic programming optimization objective condition is Among them, F xd represents the total longitudinal force of the wheels; B u represents the distance of the front-side wheels; F xfl represents the component of the left front vehicle wheel torque in the longitudinal direction; F xfr represents the component of the right front vehicle wheel torque in the longitudinal direction; F xrl represents the component of the left rear vehicle wheel torque in the longitudinal direction; F xrr represents the component of the right rear vehicle wheel torque in the longitudinal direction; J represents the tire utilization rate; κ i represents the weight coefficient; F zi represents the vertical force of each wheel; μ represents the road surface adhesion coefficient; fl represents the left front vehicle wheel; fr represents the right front vehicle wheel; rl represents the left rear vehicle wheel; rr represents the right rear vehicle wheel.

6. The method according to claim 5, characterized in that, The method for obtaining the wheel longitudinal force calculation method matching the current vehicle condition mode, and combined with the vehicle wheel torque, respectively calculates the longitudinal forces of each wheel corresponding to the target vehicle, including: Obtain and calculate, according to the components of each wheel in the longitudinal direction and the calculation method of the wheel longitudinal force matching the yaw moment priority mode, the longitudinal forces F of the respective wheels corresponding to the target vehicle xi ; Among them, the method for calculating the longitudinal wheel force matching the yaw moment priority mode includes: the constraint condition is and the quadratic programming optimization objective condition is where λ represents the longitudinal force tracking weight; F xd,actual represents the total actual longitudinal wheel force.

7. The method according to claim 6, wherein The method for obtaining the wheel longitudinal force calculation method matching the current vehicle condition mode, and combined with the vehicle wheel torque, respectively calculates the longitudinal forces of each wheel corresponding to the target vehicle, including: Obtain and calculate, respectively, the longitudinal forces F of the respective wheels corresponding to the target vehicle according to the components of each wheel in the longitudinal direction and the method for calculating the longitudinal wheel force that matches the stability priority mode xi ; Among them, the calculation method of the wheel longitudinal force matching the stability priority mode includes: the constraint condition is and the quadratic programming optimization objective condition is where γ is the stability penalty coefficient.

8. A hierarchical multi-mode vehicle chassis torque vector determination device, characterized in that Including: The comparison vehicle joint description information acquisition module is used to acquire the comparison vehicle joint description information corresponding to the target vehicle. The current vehicle condition mode determination module is used to match the comparison vehicle joint description information with the pre-set vehicle condition mode conditions to determine the current vehicle condition mode corresponding to the target vehicle. The vehicle wheel torque determination module is used to combine the pre-set additional yaw moment calculation joint model and determine the vehicle wheel torque corresponding to the calculated additional yaw moment according to the obtained current vehicle description parameters. The wheel longitudinal force calculation module is used to obtain the wheel longitudinal force calculation method matching the current vehicle condition mode, and combined with the vehicle wheel torque, respectively calculate the longitudinal forces of each wheel corresponding to the target vehicle. The vehicle chassis torque vector determination module is used to calculate the longitudinal forces of each wheel through the pre-set vehicle chassis torque vector calculation method to obtain the vehicle chassis torque vector. Among them, the upper layer is for trajectory tracking control of the target vehicle, and the lower layer is for joint distribution control between the vehicle driving force and the additional yaw moment.

9. An electronic device, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements a hierarchical multi-mode vehicle chassis torque vector determination method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions, and the computer instructions are used to cause the processor to implement a hierarchical multi-mode vehicle chassis torque vector determination method as described in any one of claims 1-7 when executed.

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