Vehicle control method, system and device and vehicle

Abstract

The invention discloses a vehicle control method, system and device and a vehicle, and the method comprises the steps: calculating the target torque of a left rear motor and the target torque of a right rear motor of the vehicle when it is determined that a vehicle driving stability function state is an activated state; and the target torque of the left rear motor and the target torque of the right rear motor are applied to a left rear driving motor and a right rear driving motor of the vehicle correspondingly, so that the vehicle is controlled to run stably. According to the method, the system, the device and the vehicle, the target torque of the left rear motor and the target torque of the right rear motor act on the left rear wheel and the right rear wheel of the vehicle respectively to generate the compensation yaw moment, so that when the vehicle is in the states of emergency braking and the like, the control response is faster, the stability of the vehicle in the running process is better kept, and the problem of deviation in the running process is solved.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and more specifically to a vehicle control method, system, device and vehicle. Background Art

[0002] With the rapid development of the automotive industry, the addition of new features such as intelligent vehicle computers has continuously enhanced the vehicle riding experience. As vehicles are used to transport people, ensuring safe driving is a crucial technical requirement that must never be overlooked in the industry's development. When a vehicle brakes suddenly at high speed, even minor external disturbances (such as changes in road surface adhesion or uneven road surfaces) can easily cause the vehicle to veer sideways, deviating from its original direction of travel. This can severely impact the vehicle's ability to track its movements in a straight line and its driving safety.

[0003] Related technologies use rear-wheel steering systems to generate compensatory yaw torque to reduce vehicle deflection during emergency braking. However, high-speed braking is a transient operating condition, and using the yaw torque generated by the rear-wheel steering system to adjust the yaw torque can lead to issues such as slow response and high control difficulty. Summary of the Invention

[0004] The present application is proposed to address the above-mentioned issues. According to one aspect of the present application, a vehicle control method is provided, comprising: when determining that a vehicle driving stability function is in an activated state, calculating a target torque for a left rear motor and a target torque for a right rear motor of the vehicle; and applying the target torques for the left rear motor and the right rear motor to the left rear drive motor and the right rear drive motor of the vehicle, respectively, to control the driving stability of the vehicle.

[0005] In one embodiment of the present application, determining the state of the vehicle driving stability function includes: acquiring state information of the vehicle; and determining the state of the vehicle driving stability function based on the state information.

[0006] In one embodiment of the present application, the state information includes at least one of the following: braking depth, throttle depth, steering wheel angle, vehicle speed, actual yaw rate, lateral acceleration, and longitudinal acceleration.

[0007] In one embodiment of the present application, the calculation of the target torque of the left rear motor and the target torque of the right rear motor of the vehicle includes: obtaining the total motor torque based on the throttle depth, and proportionally distributing the total motor torque to obtain the actual torque of the left rear motor and the actual torque of the right rear motor; and respectively calculating the target torque of the left rear motor and the target torque of the right rear motor based on the actual torque of the left rear motor and the actual torque of the right rear motor.

[0008] In one embodiment of the present application, the calculation of the target torque of the left rear motor and the target torque of the right rear motor of the vehicle also includes: determining the side deviation state of the vehicle based on the actual yaw angular velocity and the steering wheel angle; when the side deviation state of the vehicle is left deviation, the target torque of the left rear motor is less than the target torque of the right rear motor; when the side deviation state of the vehicle is right deviation, the target torque of the left rear motor is greater than the target torque of the right rear motor.

[0009] In one embodiment of the present application, the total motor torque is distributed proportionally to obtain the actual torque of the left rear motor and the actual torque of the right rear motor, including: obtaining the inter-axle transfer ratio and the rear wheel transfer ratio of the vehicle based on the status information; obtaining the actual torque of the rear axle motor based on the total motor torque and the inter-axle transfer ratio; obtaining the actual torque of the left rear motor and the actual torque of the right rear motor based on the actual torque of the rear axle motor and the rear wheel transfer ratio.

[0010] In one embodiment of the present application, obtaining the inter-axle transfer ratio and the rear wheel transfer ratio of the vehicle based on the status information includes: obtaining a target yaw rate based on the vehicle speed, the steering wheel angle, and a first preset relationship table, and obtaining a yaw rate difference based on the target yaw rate and the actual yaw rate, wherein the first preset relationship table records the corresponding numerical relationship between the vehicle speed and the steering wheel angle and the target yaw rate; obtaining an understeer flag and an oversteer flag of the vehicle, and obtaining a steering state based on the understeer flag and the oversteer flag; obtaining the inter-axle transfer ratio based on the yaw rate difference, the steering state, and a second preset relationship table, wherein the second preset relationship table records the corresponding numerical relationship between the yaw rate difference and the steering state and the inter-axle transfer ratio; and obtaining the rear wheel transfer ratio based on the yaw rate difference, the steering state, and a third preset relationship table, wherein the third preset relationship table records the corresponding numerical relationship between the yaw rate difference and the steering state and the rear wheel transfer ratio.

[0011] In one embodiment of the present application, the left rear motor target torque and the right rear motor target torque are calculated based on the left rear motor actual torque and the right rear motor actual torque, respectively, including: obtaining an inter-axle correction coefficient and an inter-wheel correction coefficient based on the state information; obtaining the front and rear axle inter-axle transfer torque based on the inter-axle correction coefficient, the inter-axle transfer ratio and the total motor torque; obtaining the rear axle inter-wheel transfer torque based on the inter-wheel correction coefficient, the yaw angular velocity difference, the rear wheel transfer ratio and the total motor torque; obtaining the left rear motor target torque based on the left rear motor actual torque, the front and rear axle transfer torque and the rear axle inter-wheel transfer torque; obtaining the right rear motor target torque based on the right rear motor actual torque, the front and rear axle transfer torque and the rear axle inter-wheel transfer torque.

[0012] In one embodiment of the present application, the method further includes: obtaining the actual torque of the front axle motor based on the total motor torque and the inter-axle transfer ratio; obtaining the front axle motor target torque based on the actual torque of the front axle motor and the transfer torque between the front and rear axles; and applying the front axle motor target torque to the front wheels of the vehicle.

[0013] In one embodiment of the present application, the obtaining of the inter-axle correction coefficient and the inter-wheel correction coefficient based on the status information includes: obtaining the inter-axle correction coefficient based on the vehicle speed, the total motor torque and a fourth preset relationship table, wherein the fourth preset relationship table records the corresponding numerical relationship between the vehicle speed and the total motor torque and the inter-axle correction coefficient; obtaining the inter-wheel correction coefficient based on the vehicle speed, the total motor torque and a fifth preset relationship table, wherein the fifth preset relationship table records the corresponding numerical relationship between the vehicle speed and the total motor torque and the inter-wheel correction coefficient.

[0014] In one embodiment of the present application, the method further includes: when determining that the vehicle driving stability function state is an activated state, calculating the target left rear wheel steering angle and the target right rear wheel steering angle of the vehicle, and applying the target left rear wheel steering angle and the target right rear wheel steering angle to the left rear wheel steering gear and the right rear wheel steering gear of the vehicle respectively to control the vehicle driving stability.

[0015] In one embodiment of the present application, the calculation of the target left rear wheel angle and the target right rear wheel angle of the vehicle includes: obtaining the actual yaw angular velocity, steering wheel angle and vehicle speed of the vehicle; obtaining the target yaw angular velocity based on the vehicle speed, the steering wheel angle and a first preset relationship table, and obtaining a yaw angular velocity difference based on the target yaw angular velocity and the actual yaw angular velocity, wherein the first preset relationship table records the corresponding numerical relationship between the vehicle speed and the steering wheel angle and the target yaw angular velocity; obtaining the target left rear wheel angle and the target right rear wheel angle of the vehicle based on the yaw angular velocity difference, the vehicle speed and a sixth preset relationship table, wherein the sixth preset relationship table records the corresponding numerical relationship between the yaw angular velocity difference and the vehicle speed and the target left rear wheel angle and the target right rear wheel angle.

[0016] In one embodiment of the present application, the target right rear wheel turning angle and the target left rear wheel turning angle are equal in magnitude and opposite in direction.

[0017] According to another aspect of the present application, a vehicle control system is provided, which includes: a vehicle controller, a drive motor, an electronic power steering subsystem and an electro-hydraulic braking subsystem, wherein: the vehicle controller is used to calculate the target torque of the left rear motor and the target torque of the right rear motor of the vehicle when the vehicle driving stability function is activated; the drive motor includes a left rear drive motor and a right rear drive motor, and the left rear drive motor and the right rear drive motor are connected to the vehicle controller, the left rear drive motor applies the left rear motor target torque to the left rear wheel of the vehicle, and the right rear drive motor applies the right rear motor target torque to the right rear wheel of the vehicle; the electric power steering subsystem and the electro-hydraulic braking subsystem are connected to the vehicle controller.

[0018] In one embodiment of the present application, the vehicle controller calculates the target torque of the left rear motor and the target torque of the right rear motor of the vehicle, including: obtaining the throttle depth of the vehicle, obtaining the total motor torque based on the throttle depth, and distributing the total motor torque proportionally to obtain the actual torque of the left rear motor and the actual torque of the right rear motor; and calculating the target torque of the left rear motor and the target torque of the right rear motor respectively based on the actual torque of the left rear motor and the actual torque of the right rear motor.

[0019] In one embodiment of the present application, the system also includes a steering gear, which includes a left rear wheel steering gear and a right rear wheel steering gear, and the left rear wheel steering gear and the right rear wheel steering gear are connected to the vehicle controller, and the left rear wheel steering gear and the right rear wheel steering gear apply the target left rear wheel steering angle and target right rear wheel steering angle of the vehicle calculated by the vehicle controller to the left rear wheel and the right rear wheel respectively.

[0020] According to another aspect of the present application, a vehicle control device is provided, which includes a processor and a memory, wherein the memory stores a computer executable program run by the processor, and when the computer executable program is run by the processor, the processor executes the above-mentioned vehicle control method.

[0021] According to yet another aspect of the present application, a vehicle is provided, comprising the above-mentioned vehicle control system or the above-mentioned vehicle control device.

[0022] According to another aspect of the present application, a storage medium is provided, on which a computer program to be executed by a processor is stored. When the computer program is executed by the processor, the processor executes the above-mentioned vehicle control method.

[0023] According to another aspect of the present application, a computer program is provided. When the computer program is executed by the processor, the processor executes the above-mentioned vehicle control method.

[0024] The vehicle control method, system, device and vehicle of the present application obtain the target torque of the left rear motor and the target torque of the right rear motor of the vehicle when determining that the vehicle's driving stability function state is activated, and apply the target torque of the left rear motor and the target torque of the right rear motor to the left rear wheel and the right rear wheel of the vehicle respectively, thereby generating a compensatory yaw moment, so that the vehicle has a faster control response in emergency braking and other conditions, better maintains the stability of the vehicle's driving process, and solves the problem of deviation during driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The above and other purposes, features, and advantages of the present application will become more apparent through a more detailed description of the embodiments of the present application in conjunction with the accompanying drawings. The accompanying drawings are intended to provide a further understanding of the embodiments of the present application and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the present application and do not constitute a limitation of the present application. In the drawings, the same reference numerals generally represent the same components or steps.

[0026] Figure 1 A schematic block diagram of an example electronic device showing a vehicle control method and apparatus according to an embodiment of the present application.

[0027] Figure 2 A schematic flowchart of a vehicle control method according to an embodiment of the present application is shown.

[0028] Figure 3 A schematic structural diagram of a vehicle control system according to an embodiment of the present application is shown.

[0029] Figure 4 A schematic structural diagram of a vehicle equipped with a vehicle control system according to an embodiment of the present application is shown.

[0030] Figure 5 A schematic structural block diagram of a vehicle control device according to an embodiment of the present application is shown. DETAILED DESCRIPTION

[0031] In order to make the purpose, technical solutions and advantages of the present application more apparent, example embodiments according to the present application will be described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application, and it should be understood that the present application is not limited to the example embodiments described herein. Based on the embodiments of the present application described in this application, all other embodiments obtained by those skilled in the art without creative work should fall within the scope of protection of this application.

[0032] First, refer to Figure 1 An example electronic device 100 for implementing the vehicle control method and apparatus according to an embodiment of the present invention is described below.

[0033] like Figure 1 As shown, the electronic device 100 includes one or more processors 102, one or more storage devices 104, an input device 106, and an output device 108, which are interconnected via a bus system 110 and / or other forms of connection mechanisms (not shown). It should be noted that Figure 1 The components and structure of the electronic device 100 shown are merely exemplary and non-limiting. The electronic device may also have other components and structures as needed.

[0034] The processor 102 may be a central processing unit (CPU) or other forms of processing units with data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device 100 to perform desired functions.

[0035] The storage device 104 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory. The non-volatile memory may include, for example, read-only memory (ROM), a hard disk, a flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 102 may execute the program instructions to implement the client functions and / or other desired functions in the embodiments of the present invention (implemented by the processor) described below. Various applications and various data may also be stored in the computer-readable storage medium, such as various data used and / or generated by the application.

[0036] The input device 106 may be a device used by a user to input instructions, and may include one or more of a keyboard, a mouse, a microphone, a touch screen, etc. In addition, the input device 106 may also be any interface for receiving information.

[0037] The output device 108 can output various information (such as images or sounds) to the outside (such as a user), and can include one or more of a display, a speaker, etc. In addition, the output device 108 can also be any other device with an output function.

[0038] For example, an example electronic device for implementing the vehicle control method and apparatus according to the embodiment of the present invention may be implemented as a smart vehicle terminal, etc.

[0039] Below, we will refer to Figure 2 To describe the vehicle control method 200 according to an embodiment of the present application, the vehicle control method 200 can be used for controlling the vehicle during braking, and can also be used for controlling other driving states of the vehicle, which is not limited by the present application. Figure 2 FIG. 2 shows a schematic flow chart of a vehicle control method 200 according to an embodiment of the present application. Figure 2 As shown, the vehicle control method 200 according to the embodiment of the present application may include the following steps:

[0040] In step S210 , when it is determined that the vehicle driving stability function is in the activated state, the target torque of the left rear motor and the target torque of the right rear motor of the vehicle are calculated.

[0041] In step S220 , the left rear motor target torque and the right rear motor target torque are applied to the left rear drive motor and the right rear drive motor of the vehicle, respectively, to control the vehicle's driving stability.

[0042] Taking braking as an example, in an embodiment of the present application, when emergency braking is required while a vehicle is in motion, the vehicle's braking function status is determined based on the vehicle's real-time status information. The vehicle's braking function status is classified into multiple states. When the vehicle's braking stability function (i.e., the vehicle's driving stability function) is activated, the target torques for the left and right rear motors are calculated. The calculated target torques for the left rear motor are then applied to the vehicle's left rear drive motor, which drives the vehicle's left rear wheel. The target torques for the right rear motor are then applied to the vehicle's right rear drive motor, which drives the vehicle's right rear wheel. Thus, the differential torques provided by the left and right rear axle motors compensate for the yaw moment generated when the vehicle deviates, thereby controlling the vehicle's stability during driving.

[0043] Therefore, according to the vehicle control method 200 of the embodiment of the present application, by determining that the vehicle driving stability function state is activated, the target torque of the left rear motor and the target torque of the right rear motor of the vehicle are obtained, and the target torque of the left rear motor and the target torque of the right rear motor are applied to the left rear wheel and the right rear wheel of the vehicle respectively, thereby generating a compensatory yaw moment, so that the control response of the vehicle is faster in emergency braking and other states, and the stability of the vehicle driving process is better maintained, thereby solving the problem of deviation during driving.

[0044] In an embodiment of the present application, before determining that the state of the vehicle driving stability function is an activated state, it also includes: obtaining the state information of the vehicle; and determining the state of the vehicle driving stability function based on the state information. In one example, when a vehicle is emergency braked while driving at high speed, small external disturbances (such as changes in road adhesion, uneven road conditions) can easily cause the vehicle to swerve during driving, deviating from the original direction of travel of the vehicle, and causing unnecessary accidents. Therefore, a vehicle control method is needed to implement it. For the vehicle control method, it is necessary to first determine whether the vehicle braking control function is turned on when the vehicle needs braking control. After determining that the vehicle braking function is turned on, it is also necessary to determine the state of the vehicle driving stability control function. At this time, the state of the vehicle driving stability control function is determined by the current state information of the vehicle. The state information is parameter information obtained by sensors of some moving parts of the vehicle while it is driving.

[0045] In an embodiment of the present application, the vehicle status information includes at least one of the following: braking depth, throttle depth, steering wheel angle, vehicle speed, yaw rate, lateral acceleration, and longitudinal acceleration. Specifically, the steering wheel angle is used to achieve vehicle wheel steering. The steering wheel angle can usually rotate 360 degrees, but depending on different vehicle models and designs, it can sometimes rotate more, such as 900 degrees; braking depth refers to the depth to which the vehicle's brake pedal is depressed; throttle depth refers to the depth to which the vehicle's accelerator pedal is depressed by the driver; yaw angular velocity refers to the angular velocity around the direction perpendicular to the vehicle chassis (that is, the Z-axis of the vehicle body), which is a key parameter for the lateral stability of the vehicle when turning; lateral acceleration refers to the acceleration in the direction perpendicular to the direction of travel of the car (that is, the X-axis of the vehicle body), which is the acceleration caused by the centrifugal force generated when the vehicle turns. The lateral acceleration helps to stabilize the vehicle body and evaluate the vehicle's stability and handling performance. The greater the lateral acceleration, the easier it is for the vehicle to deviate from its original driving path in theory; longitudinal acceleration refers to the acceleration of the vehicle along the longitudinal direction of the vehicle body (that is, the Y-axis of the vehicle body, which defaults to the direction from the rear of the vehicle to the front of the vehicle) during its movement.

[0046] In some examples, the vehicle status information may also include gear information, vehicle slope, road type information, etc. Gear information refers to the vehicle's gear status. The vehicle's gears generally include parking gear (i.e., P gear), in which the wheels are mechanically locked to prevent slipping, reverse gear (i.e., R gear), used when the vehicle needs to reverse, neutral gear (i.e., N gear), used for temporary parking (e.g., at a red light), and drive gear (i.e., D gear), used when the vehicle is moving forward. Vehicle slope refers to the slope of the flat ground the vehicle is currently on. Road type refers to the type of road the vehicle is traveling on, such as cement road, asphalt road, icy road, etc. Of course, the vehicle status information may also include other appropriate parameter information, or may be one or more of the status information listed above, and this is not specifically limited.

[0047] In an embodiment of the present application, the state of a vehicle driving stability function is determined based on state information. Specifically, the vehicle driving stability function state is divided into multiple functional states, including: an off state, a standby state, an active state, and an exit state. In one example, if the motor start-up flag of the front axle motor control module, the left rear motor control module, and the right rear motor control module is set to "allowed," the drive motor transmission ratio fault state is "no fault," the steering wheel angle valid flag is "valid," the steering wheel angle calibration flag is "calibrated," the vehicle speed signal state is "no fault," the brake depth valid flag is "valid," and the gear system state is "normal," then the vehicle driving stability function is in the standby state. If certain vehicle state information, such as the steering wheel angle meets a certain angle threshold, the brake depth meets a certain depth threshold, the vehicle speed meets a certain speed threshold, and the throttle depth meets a certain throttle depth threshold, meets all conditions, then the vehicle driving stability function is determined to be in the active state. If any of the above vehicle state information conditions are not met, then the vehicle driving stability function is in the exit state.

[0048] In the embodiment of the present application, in step S210, when the vehicle driving stability function is activated, the target torques for the left rear motor and the right rear motor of the vehicle are calculated. Specifically, when the vehicle driving stability function is activated, the yaw moment generated when the vehicle veers sideways can be determined based on the vehicle's current state parameters, such as the vehicle's speed, lateral acceleration, longitudinal acceleration, and yaw rate. The rear wheel differential torque of the vehicle is then calculated, and the rear wheel differential torque (i.e., the target torques for the left rear motor and the right rear motor of the vehicle) is used to compensate for the generated yaw moment. During normal vehicle driving, the steering wheel remains stationary, and the front wheels are applied with the torques required for normal driving (i.e., the target torques for the front wheel motors). Therefore, the target torques for the front axle motor, the left rear motor, and the right rear motor are applied to the front, left rear, and right rear wheels of the vehicle, respectively, maintaining vehicle stability and improving driving safety.

[0049] In an embodiment of the present application, the target torque of the left rear motor and the target torque of the right rear motor of the vehicle are calculated, including: obtaining the total motor torque based on the throttle depth, distributing the total motor torque in proportion to obtain the actual torque of the left rear motor and the actual torque of the right rear motor; and respectively calculating the target torque of the left rear motor and the target torque of the right rear motor based on the actual torque of the left rear motor and the actual torque of the right rear motor. Specifically, the total motor torque of the vehicle in the driving state at this time can be obtained by the throttle depth information in the vehicle status information. Generally, the total motor torque is a sum value, that is, the torque output by the motor that provides power to the front wheels of the vehicle (that is, the actual torque of the front axle motor) plus the torque output by the motor that provides power to the rear wheels of the vehicle (that is, the actual torque of the rear axle motor, the actual torque of the rear axle motor is the actual torque of the left rear wheel motor plus the actual torque of the right rear wheel motor). Therefore, the total motor torque can be distributed according to a certain proportional relationship to obtain the actual torque of the front axle motor, the actual torque of the left rear motor and the actual torque of the right rear motor. The distributed actual torque of the front axle motor, the actual torque of the left rear motor and the actual torque of the right rear motor are then calculated to obtain the target torque of the front axle motor, the target torque of the left rear motor and the target torque of the right rear motor required by the vehicle. According to the corresponding target torque, the corresponding drive motor of the vehicle is applied to the corresponding drive motor, and the corresponding drive motor applies the corresponding torque to the corresponding wheel of the vehicle to control the driving stability of the vehicle.

[0050] In an embodiment of the present application, total motor torque is obtained based on throttle depth, and the total motor torque is proportionally distributed to obtain actual torques of the left rear motor and the right rear motor. This includes: obtaining the vehicle's inter-axle transfer ratio and rear wheel transfer ratio based on state information; obtaining the rear axle motor's actual torque based on the total motor torque and the inter-axle transfer ratio; and obtaining the left rear motor's actual torque and the right rear motor's actual torque based on the rear axle motor's actual torque and the rear wheel transfer ratio. The inter-axle transfer ratio and rear wheel transfer ratio of the vehicle are first obtained by obtaining a target yaw rate based on vehicle speed, steering wheel angle, and a first preset relationship table, and then obtaining a yaw rate difference based on the target yaw rate and the actual yaw rate. The first preset relationship table records the corresponding numerical relationships between vehicle speed and steering wheel angle and the target yaw rate. Secondly, the vehicle's understeer flag and oversteer flag are obtained, and a steering state is obtained based on the steering flag and oversteer flag. Specifically, understeering of a vehicle refers to a tendency for the vehicle to deviate to the outside of a curve during steering, in which case the understeering flag is 1. Oversteering of a vehicle refers to a tendency for the vehicle to deviate to the inside of a curve (i.e., the vehicle is drifting), in which case the vehicle is oversteering, and the oversteering flag is 1. When there is neither understeering nor oversteering (i.e., the vehicle is neither deviating to the outside nor to the inside), the understeering flag is 0 and the oversteering flag is 0. The steering state of the vehicle can be determined by the understeering flag and the oversteering flag.

[0051] In this embodiment, the inter-axle transfer ratio is then derived based on the yaw rate difference, the steering state, and a second preset relationship table, where the second preset relationship table records the corresponding numerical relationships between the yaw rate difference and the steering state, and the inter-axle transfer ratio. Finally, the rear wheel transfer ratio is derived based on the yaw rate difference, the steering state, and a third preset relationship table, where the third preset relationship table records the corresponding numerical relationships between the yaw rate difference and the steering state, and the rear wheel transfer ratio. The actual torques of the front and rear axle motors are derived based on the total motor torque and the inter-axle transfer ratio. Furthermore, the actual torques of the left and right rear motors are derived based on the actual torque of the rear axle motor and the rear wheel transfer ratio. Furthermore, the actual torque of the front axle motor can also be derived based on the total motor torque and the inter-axle transfer ratio.

[0052] Specifically, the yaw rate difference is first determined by comparing the actual yaw rate and the target yaw rate in the vehicle state information. The actual yaw rate primarily reflects the overall vehicle body tilt at that moment and is obtained by combining the lateral acceleration and vehicle speed ratio in the vehicle state information. The target yaw rate is obtained by looking up a table (i.e., a first preset table) that shows the relationship between vehicle speed and steering wheel angle and the yaw rate difference. The inter-axle transfer ratio is then determined by looking up a table (i.e., a second preset table) that shows the relationship between the absolute value of the obtained yaw rate difference and the steering state. The inter-axle transfer ratio reflects the torque distribution between the front and rear axle motors. The second preset table shows the relationship between the yaw rate difference and the steering state and the inter-axle transfer ratio. The rear wheel transfer ratio is then determined by looking up the relationship table between the absolute value of the yaw rate difference and the steering state (i.e., a third preset relationship table). The rear wheel transfer ratio reflects the torque distribution between the left and right rear motors. The third preset relationship table reflects the relationship between the yaw rate difference, the steering state, and the rear transfer ratio. Finally, the front and rear axle torques are distributed based on the total motor torque and the inter-axle transfer ratio obtained from the table, resulting in the actual torques of the front and rear axle motors. The rear wheel torque is then distributed based on the rear wheel transfer ratio obtained from the table, resulting in the actual torques of the left and right rear motors.

[0053] In an embodiment of the present application, the target torques of the left rear motor and the right rear motor are calculated based on the actual torques of the left rear motor and the right rear motor, respectively. The calculation includes: obtaining an inter-axle correction coefficient and an inter-wheel correction coefficient based on state information; obtaining a front-to-rear axle transfer torque based on the inter-axle correction coefficient, the inter-axle transfer ratio, and the total motor torque; obtaining a rear axle inter-wheel transfer torque based on the inter-wheel correction coefficient, the yaw rate difference, the rear wheel transfer ratio, and the total motor torque; obtaining the target torque of the left rear motor based on the actual torque of the left rear motor, the front-to-rear axle transfer torque, and the rear axle inter-wheel transfer torque; and obtaining the target torque of the right rear motor based on the actual torque of the right rear motor, the front-to-rear axle transfer torque, and the rear axle inter-wheel transfer torque. Simultaneously, the target torque of the front axle motor is obtained based on the actual torque of the front axle motor and the front-to-rear axle transfer torque. First, the inter-axle correction coefficient can be obtained based on the obtained vehicle speed, total motor torque and the fourth preset relationship table, where the fourth preset relationship table records the corresponding numerical relationship between the vehicle speed, total motor torque and the inter-axle correction coefficient; then, the inter-wheel correction coefficient can be obtained based on the vehicle speed, total motor torque and the fifth preset relationship table, where the fifth preset relationship table records the corresponding numerical relationship between the vehicle speed, total motor torque and the inter-wheel correction coefficient.

[0054] Specifically, first, the inter-axle correction coefficient is obtained by looking up the relationship table between the vehicle speed and the total motor torque in the vehicle status information (i.e., the fourth preset relationship table). The inter-axle correction coefficient is set to reduce the system error of the front and rear axles of the vehicle. Then, the inter-axle transfer ratio is obtained by looking up the second preset relationship table. Based on the total target torque obtained according to the throttle depth, the front and rear axle transfer torque (i.e., the torque distribution between the front axle motor and the rear axle motor) is obtained by calculating the product of the inter-axle transfer ratio, the inter-axle correction coefficient, and the total motor torque. Secondly, the inter-wheel correction coefficient is obtained by looking up the relationship table between the vehicle speed and the total motor torque in the status information (i.e., the fifth preset relationship table). The inter-wheel correction coefficient is set to reduce the system error of the vehicle wheels and can improve the accuracy of the calculation results. Then, the rear wheel transfer ratio, the calculated yaw rate difference, and the total motor torque are obtained by looking up the third preset relationship table. The rear axle inter-wheel transfer torque is obtained by calculating the product of the inter-wheel correction coefficient, the yaw rate difference, the rear wheel transfer ratio, and the absolute value of the total motor torque. Specifically, the rear wheel torque distribution varies depending on the direction in which the vehicle veers. The vehicle's veer state can be determined using the vehicle's status information, such as the actual yaw rate and steering wheel angle in the status information. When the vehicle veers to the left, the target torque of the left rear motor is less than the target torque of the right rear motor. When the vehicle veers to the right, the target torque of the left rear motor is greater than the target torque of the right rear motor. Finally, the front axle motor target torque is calculated based on the difference between the front axle motor's actual torque and the front-to-rear axle transfer torque. The left rear motor target torque is calculated by adding half the front-to-rear axle transfer torque to the left rear motor's actual torque and then subtracting the rear axle transfer torque. The right rear motor target torque is calculated by adding half the front-to-rear axle transfer torque to the right rear motor's actual torque and then adding the rear axle transfer torque.

[0055] In an embodiment of the present application, in step S220, the target torques of the left rear motor and the right rear motor are applied to the left and right rear drive motors of the vehicle, respectively, to control vehicle driving stability. Specifically, the target torques of the left rear motor and the right rear motor are applied to the left and right rear drive motors of the vehicle, respectively. Simultaneously, the resulting target torques of the front axle motor are applied to the front axle motor of the vehicle. The front axle motor, the left rear drive motor, and the right rear drive motor act on the front, left, and right rear wheels of the vehicle, respectively. The differential torques provided by the left and right rear motors generate a compensatory yaw moment to maintain vehicle driving stability, resulting in a faster response than hydraulic braking.

[0056] In an embodiment of the present application, the method also includes: when determining that the vehicle's driving stability function state is activated, calculating the vehicle's target left rear wheel angle and target right rear wheel angle, and applying the target left rear wheel angle and target right rear wheel angle to the vehicle's left rear wheel steering gear and right rear wheel steering gear, respectively, to control the vehicle's driving stability. The target left rear wheel angle and target right rear wheel angle are first calculated by obtaining the vehicle's actual yaw rate, steering wheel angle, and vehicle speed. The yaw rate difference is calculated using the table lookup method described above (i.e., the target yaw rate is obtained based on the vehicle speed, steering wheel angle, and the first preset relationship table, and the yaw rate difference is obtained based on the target yaw rate and the actual yaw rate). The target left rear wheel angle and target right rear wheel angle are then calculated based on the yaw rate difference, vehicle speed, and a sixth preset relationship table. The sixth preset relationship table records the corresponding numerical relationships between the yaw rate difference and vehicle speed and the target left rear wheel angle and target right rear wheel angle, and the target right rear wheel angle is equal in magnitude and opposite in direction to the target left rear wheel angle. Specifically, the left and right rear wheel angles are obtained by looking up the relationship table between the vehicle speed obtained from the vehicle status information and the absolute value of the calculated yaw rate difference (i.e., the sixth preset relationship table). The left and right rear wheels of the vehicle rotate based on the left and right rear wheel angles to maintain braking stability. In one example, vehicle braking stability can be achieved by adjusting the left rear wheel to the right and the right rear wheel to the left by a certain angle. Therefore, by controlling the differential torque provided by the left and right rear motors and the rear wheel angles, vehicle stability can be maintained and the problem of vehicle deviation during driving can be resolved.

[0057] Therefore, according to the vehicle control method of the embodiment of the present application, by determining that the vehicle's driving stability function state is activated, the target torque of the left rear motor and the target torque of the right rear motor of the vehicle are obtained, and the target torque of the left rear motor and the target torque of the right rear motor are applied to the left rear wheel and the right rear wheel of the vehicle respectively, thereby generating a compensatory yaw moment, so that the vehicle has a faster control response in emergency braking and other states, better maintains the stability of the vehicle's driving process, and solves the problem of deviation during driving.

[0058] The following combination Figure 3 A vehicle control system according to another aspect of the present application is described. Figure 3 FIG. 3 shows a schematic structural diagram of a vehicle control system 300 according to an embodiment of the present application. Figure 3As shown, the system includes: a vehicle controller 301, a drive motor, an electric power steering subsystem 306 and an electro-hydraulic brake subsystem 307, wherein: the vehicle controller 301 is used to calculate the target torque of the left rear motor and the target torque of the right rear motor of the vehicle when the vehicle driving stability function is activated; the drive motor includes a left rear drive motor 302 and a right rear drive motor 303, the left rear drive motor 302 and the right rear drive motor 303 are connected to the vehicle controller 301, the left rear drive motor 302 is connected to the left rear wheel of the vehicle, and the left rear drive motor 302 applies the left rear motor target torque to the left rear wheel of the vehicle, the right rear drive motor 303 is connected to the right rear wheel of the vehicle, and the right rear drive motor 303 applies the right rear motor target torque to the right rear wheel of the vehicle; the electric power steering subsystem 306 and the electro-hydraulic brake subsystem 307 are connected to the vehicle controller 301.

[0059] In an embodiment of the present application, the vehicle controller 301 is used to calculate the target torque for the left and right rear motors of the vehicle. This includes: obtaining the vehicle's throttle depth, determining the total motor torque based on the throttle depth, and proportionally allocating the total motor torque to obtain the actual torque for the left and right rear motors; and calculating the target torque for the left and right rear motors based on the actual torque for the left and right rear motors, respectively. Specifically, the target torque for the left and right rear motors is transmitted to the left and right rear drive motors 302 and 303 to control vehicle driving stability.

[0060] In an embodiment of the present application, the system further includes a steering gear, which includes a left rear wheel steering gear 304 and a right rear wheel steering gear 305. The left rear wheel steering gear 304 and the right rear wheel steering gear 305 are connected to the vehicle controller 301. The left rear wheel steering gear 304 is connected to the left rear wheel of the vehicle, and the right rear wheel steering gear 305 is connected to the right rear wheel of the vehicle. The left rear wheel steering gear 304 and the right rear wheel steering gear 305 apply the target left rear wheel steering angle and target right rear wheel steering angle of the vehicle to the left rear wheel and the right rear wheel, respectively, based on the target left rear wheel steering angle and target right rear wheel steering angle calculated by the vehicle controller 301. The target right rear wheel steering angle is equal to the target left rear wheel steering angle and opposite in direction. The controller 301 transmits the obtained target left rear wheel angle and target right rear wheel angle to the left rear wheel steering gear 304 and the right rear wheel steering gear 305 respectively, and the left rear wheel steering gear 304 and the right rear wheel steering gear 305 respectively pull the left rear wheel and the right rear wheel of the vehicle to deflect the corresponding angle to control the vehicle's driving stability. In this embodiment, the vehicle control system can be applied to the vehicle to control the vehicle's driving stability, specifically as follows: Figure 4 shown. Figure 4A schematic diagram illustrating the vehicle control system mounted on a vehicle is shown. In one example, the vehicle control system may include an electric power steering subsystem, a front axle motor, an electro-hydraulic braking subsystem, a power battery, a vehicle controller, a right rear wheel steering gear, a left rear wheel steering gear, a right rear drive motor, a left rear drive motor, and an advanced driver assistance system domain controller (ADAS domain controller). In another example, the vehicle control system may also include a multimedia host and an instrument cluster, without specific limitation.

[0061] Therefore, the vehicle control system according to the embodiment of the present application obtains the target torque of the left rear motor and the target torque of the right rear motor of the vehicle when determining that the vehicle's driving stability function state is activated, and applies the target torque of the left rear motor and the target torque of the right rear motor to the left rear wheel and the right rear wheel of the vehicle respectively, thereby generating a compensatory yaw moment, so that the vehicle has a faster control response in emergency braking and other conditions, better maintains the stability of the vehicle's driving process, and solves the problem of deviation during driving.

[0062] The following combination Figure 5 A vehicle control device according to another aspect of the present application is described. Figure 5 FIG. 5 shows a schematic structural block diagram of a vehicle control device 500 according to an embodiment of the present application. Figure 5 As shown, the vehicle control device 500 includes a memory 510 and a processor 520, wherein: the memory 510 stores a computer executable program executed by the processor 520, and when the computer executable program is executed by the processor 520, the processor 520 executes the vehicle control method 200 described above. Those skilled in the art can understand the structure and specific operation of each module in the vehicle control device 500 according to the embodiment of the present application in combination with the content described above. For the sake of brevity, they are not described here in detail. Therefore, the vehicle control device according to the embodiment of the present application obtains the target torque of the left rear motor and the target torque of the right rear motor of the vehicle when determining that the vehicle driving stability function state is in the activated state, and applies the target torque of the left rear motor and the target torque of the right rear motor to the left rear wheel and the right rear wheel of the vehicle respectively, generating a compensatory yaw moment, so that the vehicle has a faster control response in emergency braking and other states, better maintains the stability of the vehicle driving process, and solves the problem of deviation during driving.

[0063] In addition, according to an embodiment of the present application, a vehicle is also provided, which may include the vehicle control system 300 described above or the vehicle control device 500 described above.

[0064] In addition, the present application also provides a storage medium having a computer program stored thereon. When the computer program is executed by a processor, the processor executes the vehicle control method 200 described above according to the embodiment of the present application. The storage medium may include, for example, a memory card of a smartphone, a storage component of a tablet computer, a hard disk of a personal computer, a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a portable compact disc read-only memory (CD-ROM), a USB memory, or any combination of the above storage media. The computer-readable storage medium may be any combination of one or more computer-readable storage media.

[0065] In addition, the present application also provides a computer program on which a computer program to be run by a processor is stored. When the computer program is run by the processor, the processor executes the vehicle control method 200 described above.

[0066] Based on the above description, the vehicle control method, system, device and vehicle of the embodiments of the present application obtain the target torque of the left rear motor and the target torque of the right rear motor of the vehicle when determining that the vehicle's driving stability function state is activated, and apply the target torque of the left rear motor and the target torque of the right rear motor to the left rear wheel and the right rear wheel of the vehicle respectively, generating a compensating yaw moment, so that the vehicle has a faster control response in emergency braking and other conditions, better maintains the stability of the vehicle's driving process, and solves the problem of deviation during driving.

[0067] Although example embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above example embodiments are merely illustrative and are not intended to limit the scope of the present application. Various changes and modifications may be made therein by those skilled in the art without departing from the scope and spirit of the present application. All such changes and modifications are intended to be included within the scope of the present application as required by the appended claims.

[0068] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0069] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of the units described is merely a logical function division. In actual implementation, other division methods may be used, such as combining or integrating multiple units or components into another device, or ignoring or not performing some features.

[0070] In the description provided herein, a large number of specific details are described. However, it is understood that the embodiments of the present application can be practiced without these specific details. In some instances, well-known methods, structures, and techniques are not shown in detail so as not to obscure the understanding of this description.

[0071] Similarly, it should be understood that in order to streamline the present application and aid in understanding one or more of the various inventive aspects, in the description of the exemplary embodiments of the present application, the various features of the present application are sometimes grouped together into a single embodiment, figure, or description thereof. However, this approach of the present application should not be interpreted as reflecting the intention that the application claimed for protection requires more features than those explicitly recited in each claim. More precisely, as reflected in the corresponding claims, the inventive point is that the corresponding technical problem can be solved with fewer features than all the features of a single disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into the detailed description, with each claim itself serving as a separate embodiment of the present application.

[0072] It will be understood by those skilled in the art that, except where mutually exclusive, all features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all processes or units of any method or apparatus disclosed herein may be combined in any combination. Unless expressly stated otherwise, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature providing the same, equivalent, or similar purpose.

[0073] Furthermore, those skilled in the art will appreciate that although some embodiments described herein include certain features included in other embodiments but not other features, combinations of features from different embodiments are intended to be within the scope of this application and to form different embodiments. For example, in the claims, any of the claimed embodiments may be used in any combination.

[0074] The various component embodiments of the present application can be implemented in hardware, or in a software module running on one or more processors, or in a combination thereof. It will be appreciated by those skilled in the art that a microprocessor or a digital signal processor (DSP) can be used in practice to implement some or all of the functions of some modules according to the embodiments of the present application. The application can also be implemented as a part or all of a program (for example, a computer program and a computer program product) for performing the method described herein. Such a program realizing the present application can be stored on a computer-readable medium, or can have the form of one or more signals. Such a signal can be downloaded from an Internet website, or provided on a carrier signal, or provided in any other form.

[0075] It should be noted that the above embodiments illustrate rather than limit the present application, and that those skilled in the art may devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between brackets should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The present application may be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer.

[0076] The above description is merely a specific embodiment or illustration of a specific embodiment of the present application, and the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present application should be included in the scope of protection of the present application. The scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: When it is determined that the vehicle driving stability function is in an activated state, calculating the target torque of the left rear motor and the target torque of the right rear motor of the vehicle; The left rear motor target torque and the right rear motor target torque are applied to the left rear drive motor and the right rear drive motor of the vehicle, respectively, to control the vehicle to run stably.

2. The method according to claim 1, characterized in that Determining the vehicle driving stability function state includes: Obtaining status information of the vehicle; Based on the status information, the vehicle driving stability function status is determined.

3. The method according to claim 2, characterized in that The state information includes at least one of the following: braking depth, throttle depth, steering wheel angle, vehicle speed, actual yaw rate, lateral acceleration, and longitudinal acceleration.

4. The method according to claim 3, characterized in that The calculating of the target torque of the left rear motor and the target torque of the right rear motor of the vehicle includes: A total motor torque is obtained based on the throttle depth, and the total motor torque is proportionally distributed to obtain an actual torque of the left rear motor and an actual torque of the right rear motor; The left rear motor target torque and the right rear motor target torque are calculated according to the left rear motor actual torque and the right rear motor actual torque, respectively.

5. The method according to claim 4, characterized in that The calculating of the target torque of the left rear motor and the target torque of the right rear motor of the vehicle further includes: determining a yaw state of the vehicle based on the actual yaw rate and the steering wheel angle; When the vehicle is in a left-leaning state, the target torque of the left rear motor is less than the target torque of the right rear motor; When the vehicle side deviation state is right deviation, the left rear motor target torque is greater than the right rear motor target torque.

6. The method according to claim 4, characterized in that The method of distributing the total motor torque in proportion to obtain the actual torque of the left rear motor and the actual torque of the right rear motor includes: obtaining an inter-axle transfer ratio and a rear wheel transfer ratio of the vehicle based on the state information; Obtaining a rear axle motor actual torque based on the total motor torque and the inter-axle transfer ratio; The left rear motor actual torque and the right rear motor actual torque are obtained based on the rear axle motor actual torque and the rear wheel transfer ratio.

7. The method according to claim 6, characterized in that The obtaining of the inter-axle transfer ratio and the rear wheel transfer ratio of the vehicle based on the state information includes: obtaining a target yaw rate based on the vehicle speed, the steering wheel angle, and a first preset relationship table, and obtaining a yaw rate difference based on the target yaw rate and the actual yaw rate, wherein the first preset relationship table records corresponding numerical relationships between the vehicle speed and the steering wheel angle and the target yaw rate; Acquiring an understeering flag and an oversteering flag of the vehicle, and obtaining a steering state bit according to the understeering flag and the oversteering flag; obtaining an inter-axle transfer ratio according to the yaw rate difference, the steering state, and a second preset relationship table, wherein the second preset relationship table records a corresponding numerical relationship between the yaw rate difference, the steering state, and the inter-axle transfer ratio; A rear wheel transfer ratio is obtained according to the yaw rate difference, the steering state, and a third preset relationship table, wherein the third preset relationship table records a corresponding numerical relationship between the yaw rate difference and the steering state and the rear wheel transfer ratio.

8. The method according to claim 7, characterized in that The step of calculating the target torque of the left rear motor and the target torque of the right rear motor according to the actual torque of the left rear motor and the actual torque of the right rear motor respectively includes: acquiring an inter-axle correction coefficient and an inter-wheel correction coefficient based on the state information; Obtaining a front-rear axle transfer torque according to the axle-to-axle correction coefficient, the axle-to-axle transfer ratio, and the total motor torque; Obtaining a rear axle inter-wheel transfer torque according to the inter-wheel correction coefficient, the yaw rate difference, the rear wheel transfer ratio, and the total motor torque; Obtaining the target torque of the left rear motor according to the actual torque of the left rear motor, the transfer torque between the front and rear axles, and the transfer torque between the rear axle wheels; The right rear motor target torque is obtained according to the right rear motor actual torque, the front and rear axle transfer torque, and the rear axle wheel transfer torque.

9. The method according to claim 8, characterized in that The method further comprises: Obtaining the front axle motor actual torque based on the total motor torque and the inter-axle transfer ratio; Obtaining the front axle motor target torque according to the front axle motor actual torque and the front-rear axle transfer torque; The front axle motor target torque is applied to the front wheels of the vehicle.

10. The method according to claim 8, characterized in that The obtaining of the inter-axle correction coefficient and the inter-wheel correction coefficient based on the state information includes: obtaining an inter-axle correction coefficient based on the vehicle speed, the total motor torque, and a fourth preset relationship table, wherein the fourth preset relationship table records corresponding numerical relationships between the vehicle speed, the total motor torque, and the inter-axle correction coefficient; The inter-wheel correction coefficient is obtained based on the vehicle speed, the total motor torque and a fifth preset relationship table, wherein the fifth preset relationship table records the corresponding numerical relationships between the vehicle speed and the total motor torque and the inter-wheel correction coefficient.

11. The method according to claim 1, wherein The method further comprises: When it is determined that the vehicle driving stability function state is activated, the target left rear wheel steering angle and the target right rear wheel steering angle of the vehicle are calculated, and the target left rear wheel steering angle and the target right rear wheel steering angle are applied to the left rear wheel steering gear and the right rear wheel steering gear of the vehicle respectively to control the vehicle driving stability.

12. The method according to claim 11, characterized in that The calculating the target left rear wheel turning angle and the target right rear wheel turning angle of the vehicle includes: Obtaining the actual yaw rate, steering wheel angle, and vehicle speed of the vehicle; obtaining a target yaw rate based on the vehicle speed, the steering wheel angle, and a first preset relationship table, and obtaining a yaw rate difference based on the target yaw rate and the actual yaw rate, wherein the first preset relationship table records corresponding numerical relationships between the vehicle speed and the steering wheel angle and the target yaw rate; The target left rear wheel angle and the target right rear wheel angle are obtained based on the yaw angular velocity difference, the vehicle speed and a sixth preset relationship table, wherein the sixth preset relationship table records the corresponding numerical relationships between the yaw angular velocity difference and the vehicle speed and the target left rear wheel angle and the target right rear wheel angle.

13. The method according to claim 11 or 12, characterized in that The target right rear wheel turning angle and the target left rear wheel turning angle are equal in magnitude and opposite in direction.

14. A vehicle control system, characterized in that: The system includes: a vehicle controller, a drive motor, an electric power steering subsystem and an electro-hydraulic brake subsystem, wherein: A vehicle controller, configured to calculate a target torque of the left rear motor and a target torque of the right rear motor of the vehicle when the vehicle driving stability function is activated; The drive motor includes a left rear drive motor and a right rear drive motor, the left rear drive motor and the right rear drive motor are connected to the vehicle controller, the left rear drive motor applies the left rear motor target torque to the left rear wheel of the vehicle, and the right rear drive motor applies the right rear motor target torque to the right rear wheel of the vehicle; The electric power steering subsystem and the electro-hydraulic braking subsystem are connected to the vehicle controller.

15. The system according to claim 14, wherein: The vehicle controller calculates the target torque of the left rear motor and the target torque of the right rear motor of the vehicle, including: Acquiring a throttle depth of the vehicle, obtaining a total motor torque based on the throttle depth, and distributing the total motor torque proportionally to obtain an actual torque of the left rear motor and an actual torque of the right rear motor; The left rear motor target torque and the right rear motor target torque are calculated according to the left rear motor actual torque and the right rear motor actual torque, respectively.

16. The system according to claim 14, wherein: The system also includes a steering gear, which includes a left rear wheel steering gear and a right rear wheel steering gear. The left rear wheel steering gear and the right rear wheel steering gear are connected to the vehicle controller. The left rear wheel steering gear and the right rear wheel steering gear apply the target left rear wheel steering angle and target right rear wheel steering angle of the vehicle calculated by the vehicle controller to the left rear wheel and the right rear wheel respectively.

17. A vehicle control device, characterized in that: The device includes a memory and a processor, wherein the memory stores a computer executable program executed by the processor, and when the computer executable program is executed by the processor, the processor executes the vehicle control method according to any one of claims 1 to 13.

18. A vehicle, characterized in that: The vehicle includes the vehicle control system according to any one of claims 14 to 16, or the vehicle control device according to claim 17.

19. A storage medium, characterized in that: The storage medium stores a computer program executed by a processor. When the computer program is executed by the processor, the processor executes the vehicle control method according to any one of claims 1 to 13.

20. A computer program, characterized in that When the computer program is executed by a processor, the processor is caused to execute the vehicle control method according to any one of claims 1 to 13.

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