Vehicle control method and vehicle

Abstract

The invention discloses a vehicle control method and a vehicle, and belongs to the technical field of vehicles. The control method of the vehicle comprises the steps that a plurality of corresponding road adhesion coefficients in the vehicle driving process are obtained; under the condition that it is determined that the vehicle is located on the butt joint road surface based on the road surface adhesion coefficients, yaw control is conducted on the vehicle; the yawing control on the vehicle comprises the following steps: when the vehicle is driven from a high-adhesion road surface to a low-adhesion road surface, controlling rear wheels of the vehicle to control the vehicle to move in an active steering mode; and / or when the vehicle is driven from the low-adhesion road surface to the high-adhesion road surface, front wheels of the vehicle are controlled to control the vehicle to move in a differential braking mode. According to the vehicle control method, the butt joint steering control strategy is easily recognized from different butt joint road surface steering actions of the vehicle, stable control over the vehicle under the butt joint road surface working condition is achieved, and the safety of the vehicle running on the butt joint road surface is improved.

Description

Technical Field

[0001] The present application belongs to the field of vehicle technology, and in particular relates to a vehicle control method and a vehicle. Background Art

[0002] When a vehicle is driving on a contiguous surface, such as in rainy or snowy weather, when entering or exiting a tunnel, or on muddy, flooded, or gravelly roads, the front and rear wheels may experience different road adhesion coefficients. This can lead to significant, unintended yaw when turning on contiguous surfaces. In related art, steering stability control employs the same control strategy for the same vehicle speed and yaw rate, resulting in poor safety on contiguous surfaces. Summary of the Invention

[0003] The present application aims to solve at least one of the technical problems existing in the related art. To this end, the present application proposes a vehicle control method and a vehicle that can easily identify a docking steering control strategy based on the vehicle's steering actions on different docking surfaces, thereby achieving stable vehicle control under docking surface conditions and improving the safety of the vehicle when driving on docking surfaces.

[0004] In a first aspect, the present application provides a vehicle control method, comprising: Obtaining a plurality of road adhesion coefficients corresponding to the vehicle during driving; performing yaw control on the vehicle when it is determined based on the plurality of road adhesion coefficients that the vehicle is on a contact road surface; The vehicle being on the contacting road surface includes a difference between a road adhesion coefficient of a road surface on which the front wheels of the vehicle are located and a road adhesion coefficient of a road surface on which the rear wheels of the vehicle are located being greater than a preset threshold; The yaw control of the vehicle includes: when the vehicle moves from a high-adhesion road surface to a low-adhesion road surface, controlling the rear wheels of the vehicle to control the movement of the vehicle in an active steering mode; and / or, When the vehicle moves from a low-adhesion road surface to a high-adhesion road surface, the front wheels of the vehicle are controlled to control the movement of the vehicle in a differential braking mode.

[0005] According to the vehicle control method provided in the embodiment of the present application, different yaw control strategies are adaptively adopted according to the docking road conditions, and different actuators are used under the same speed and yaw angular velocity. When the vehicle moves from a high-adhesion road surface to a low-adhesion road surface, the rear wheels of the vehicle are actively steered to control the yaw. When the vehicle moves from a low-adhesion road surface to a high-adhesion road surface, the front wheels of the vehicle are differentially driven to control the yaw. This makes it easy to identify the docking steering control strategy from the vehicle's steering actions on different docking roads, thereby achieving vehicle stability control under docking road conditions and improving the safety of the vehicle when driving on docking roads.

[0006] A vehicle control method according to an embodiment of the present application, wherein the controlling the rear wheels of the vehicle to control the movement of the vehicle in an active steering mode, includes: Obtaining a first difference between a reference yaw rate and an actual yaw rate corresponding to the vehicle; Calculating a rotation angle corresponding to the rear wheel based on the first difference; The rear wheel steering is controlled based on the rotation angle.

[0007] A vehicle control method according to an embodiment of the present application, wherein the method controls the front wheels of the vehicle to control the movement of the vehicle in a differential braking mode, includes: Obtaining a second difference between a reference yaw rate and an actual yaw rate corresponding to the vehicle; Calculating an additional yaw moment based on the second difference; Calculating a braking torque corresponding to each wheel of the vehicle based on the additional yaw moment; The braking of each wheel is controlled based on the braking torque.

[0008] The vehicle control method according to an embodiment of the present application further includes: Obtaining an actual slip rate corresponding to each wheel of the vehicle; When it is determined based on the multiple road adhesion coefficients that the vehicle is driving from a first road to a second road, drive anti-skid control is performed on the vehicle based on the actual slip rate corresponding to the wheels on a target road between the first road and the second road; the road adhesion coefficient corresponding to the first road is different from the road adhesion coefficient corresponding to the second road, and the target road is the road with the smallest road adhesion coefficient.

[0009] A vehicle control method according to an embodiment of the present application, wherein the vehicle is subjected to drive anti-skid control based on an actual slip rate corresponding to a wheel on a target road surface between the first road surface and the second road surface, includes: Obtaining a third difference between a reference slip rate and an actual slip rate corresponding to each wheel on the target road surface; Calculating a driving torque distribution vector based on a maximum value among all the third differences; Based on the driving torque distribution vector, driving anti-slip control is performed on the vehicle.

[0010] In one embodiment of the present application, a vehicle control method, wherein the vehicle is subjected to drive anti-slip control based on the drive torque distribution vector, includes: Based on the driving torque distribution vector, obtaining the driving torque corresponding to each wheel of the vehicle; The movement of each wheel is controlled based on the driving torque.

[0011] A vehicle control method according to an embodiment of the present application, wherein the vehicle is subjected to drive anti-skid control based on an actual slip rate corresponding to a wheel on a target road surface between the first road surface and the second road surface, includes: Based on the actual slip rate, each wheel of the vehicle is controlled accordingly to reduce the driving torque corresponding to the wheel on the target road surface, and increase the driving torque corresponding to the wheel on the first road surface and the second road surface other than the target road surface.

[0012] In one embodiment of the present application, a vehicle control method further comprises, after obtaining a plurality of road adhesion coefficients corresponding to the vehicle during driving, the following steps: Obtaining an actual yaw rate corresponding to the vehicle, an actual slip rate corresponding to each wheel of the vehicle, rotation data corresponding to the steering wheel of the vehicle, and a target distance between the vehicle and the road surface; When it is determined based on the target distance, the actual yaw rate and the rotation data that a first condition is satisfied, controlling the vehicle to perform yaw control; and / or, When it is determined based on the target distance and the rotation data that a second condition is satisfied, controlling the vehicle to perform drive anti-skid control; and / or, When it is determined based on the target distance, the actual yaw rate, the actual slip ratio, and the rotation data that a third condition is satisfied, the vehicle is controlled to perform yaw control and drive anti-skid control.

[0013] In a vehicle control method according to an embodiment of the present application, the first condition includes: the target distance is greater than 0; the difference between a reference yaw rate corresponding to the vehicle and the actual yaw rate is greater than a yaw rate difference threshold; and the rotation data is greater than a rotation data threshold; The second condition includes that the target distance is greater than 0, and the rotation data is greater than a rotation data threshold; The third condition includes that the target distance is greater than 0, the difference between the reference slip rate corresponding to the vehicle and the actual slip rate is greater than a slip rate threshold, the difference between the reference yaw rate corresponding to the vehicle and the actual yaw rate is greater than a yaw rate difference threshold, and the rotation data is greater than a rotation data threshold.

[0014] In one embodiment of the present application, a vehicle control method further comprises, after obtaining a plurality of road adhesion coefficients corresponding to the vehicle during driving, the following steps: When it is determined based on the plurality of road adhesion coefficients that the vehicle is about to enter an abutting road surface, obtaining a target distance between the vehicle and the abutting road surface; Based on the target distance and the driving speed of the vehicle, it is determined whether the vehicle has entered the connecting road surface.

[0015] In one embodiment of the present application, a vehicle control method, wherein determining that the vehicle is about to enter a connecting road surface based on the multiple road adhesion coefficients, includes: Obtaining a first road surface adhesion coefficient obtained at a historical collection time and a second road surface adhesion coefficient obtained at a current collection time; When the difference between the first road surface adhesion coefficient and the second road surface adhesion coefficient is greater than a difference threshold, it is determined that the vehicle is about to enter the interface road surface.

[0016] In a vehicle control method according to an embodiment of the present application, determining whether the vehicle has entered the connecting road surface based on the target distance and the vehicle's driving speed includes: Calculating a target time required for the vehicle to enter the docking road surface based on the target distance and the driving speed; After the target time, it is determined that the vehicle enters the docking road surface.

[0017] In one embodiment of the present application, a vehicle control method further comprises, after obtaining a plurality of road adhesion coefficients corresponding to the vehicle during driving, the following steps: Obtaining a first road surface adhesion coefficient obtained at a historical collection time and a second road surface adhesion coefficient obtained at a current collection time; When the first road adhesion coefficient is greater than the second road adhesion coefficient, determining that the vehicle is about to enter a low-adhesion road from a high-adhesion road; When the first road surface adhesion coefficient is less than the second road surface adhesion coefficient, it is determined that the vehicle is about to drive from a low-adhesion road surface to a high-adhesion road surface.

[0018] In a second aspect, the present application provides a vehicle, comprising: A preview module, used to obtain a plurality of road adhesion coefficients corresponding to the vehicle during driving; multiple wheels, including front and rear wheels; A controller is connected to the preview module and each of the wheels, respectively, and is used to control the movement of the wheels based on the vehicle control method as described in the first aspect.

[0019] According to the vehicle provided in the embodiment of the present application, different yaw control strategies are adaptively adopted according to the docking road conditions, and different actuators are used under the same speed and yaw angular velocity. When the vehicle moves from a high-adhesion road surface to a low-adhesion road surface, the rear wheels of the vehicle are actively steered to control the yaw. When the vehicle moves from a low-adhesion road surface to a high-adhesion road surface, the front wheels of the vehicle are differentially driven to control the yaw. This makes it easy to identify the docking steering control strategy from the vehicle's steering actions on different docking roads, thereby achieving vehicle stability control under docking road conditions and improving the safety of the vehicle when driving on docking roads.

[0020] In a third aspect, the present application provides an electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the vehicle control method as described in the first aspect above is implemented.

[0021] In a fourth aspect, the present application provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle control method as described in the first aspect above.

[0022] In a fifth aspect, the present application provides a computer program product, comprising a computer program, which, when executed by a processor, implements the vehicle control method as described in the first aspect above.

[0023] The above one or more technical solutions in the embodiments of the present application have at least one of the following technical effects: By adaptively adopting different yaw control strategies according to the docking road conditions and using different actuators at the same speed and yaw angular velocity, the vehicle's rear wheels actively steer to control yaw when moving from high-adhesion road surfaces to low-adhesion road surfaces, and the vehicle's front wheels differentially drive to control yaw when moving from low-adhesion road surfaces to high-adhesion road surfaces. This makes it easy to identify the docking steering control strategy from the vehicle's steering actions on different docking road surfaces, thereby achieving vehicle stability control under docking road conditions and improving the safety of the vehicle when driving on docking roads.

[0024] Furthermore, when the vehicle moves from a high-adhesion road surface to a low-adhesion road surface, the rear wheel steering is directly adjusted mechanically to generate a yaw torque, thereby improving the response speed. When the road adhesion suddenly changes, the vehicle can be maintained in accordance with the driver's intention or a stable trajectory, thereby improving driving safety.

[0025] Furthermore, when the vehicle moves from a low-adhesion road surface to a high-adhesion road surface, differential braking is used on the front wheels to provide the vehicle with additional yaw torque for stability control, avoiding understeer and loss of control on the connecting road surface, thereby improving driving safety.

[0026] Furthermore, by monitoring the actual slip rate of each wheel and dynamically adjusting the driving torque distribution according to the slip rate corresponding to the wheel with the most severe slip, the wheel with the most severe slip is given priority, which can avoid overall loss of control caused by local slip and ensure the stability of the vehicle's driving trajectory and driving safety.

[0027] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which: Figure 1 This is one of the flow charts of the vehicle control method provided in the embodiment of the present application; Figure 2 This is the second flow chart of the vehicle control method provided in the embodiment of the present application; Figure 3 This is the third flow chart of the vehicle control method provided in the embodiment of the present application; Figure 4 This is one of the principle schematic diagrams of the vehicle control method provided in the embodiment of the present application; Figure 5 This is the second schematic diagram of the principle of the vehicle control method provided in the embodiment of the present application; Figure 6 This is the third schematic diagram of the principle of the vehicle control method provided in the embodiment of the present application; Figure 7 This is the fourth schematic diagram of the principle of the vehicle control method provided in the embodiment of the present application; Figure 8 This is the fifth principle schematic diagram of the vehicle control method provided in the embodiment of the present application; Figure 9 is a schematic structural diagram of a vehicle control device provided in an embodiment of the present application; Figure 10 It is a structural diagram of an electronic device provided in an embodiment of the present application.

[0029] Reference numerals: First processing module 910 ; second processing module 920 ; electronic device 1000 ; processor 1001 ; memory 1002 . DETAILED DESCRIPTION

[0030] The following will be combined with the accompanying drawings in the embodiments of the present application to clearly describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field are within the scope of protection of this application.

[0031] The terms "first," "second," and the like in the specification and claims of this application are used to distinguish similar objects, and are not used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate, so that the embodiments of this application can be implemented in an order other than that illustrated or described herein, and that the objects distinguished by "first," "second," and the like are generally of the same type, and do not limit the number of objects; for example, the first object can be one or more. In addition, the term "and / or" in the specification and claims refers to at least one of the connected objects, and the character " / " generally indicates that the objects connected are in an "or" relationship.

[0032] The vehicle control method, vehicle control device, electronic device and readable storage medium provided in the embodiments of the present application are described in detail below with reference to specific embodiments and their application scenarios in conjunction with the accompanying drawings.

[0033] The vehicle control method may be applied to a terminal, and may be specifically executed by hardware or software in the terminal.

[0034] The terminal includes, but is not limited to, a portable communication device such as a mobile phone or tablet computer having a touch-sensitive surface (e.g., a touch screen display and / or a touch pad). It should also be understood that in some embodiments, the terminal may not be a portable communication device, but rather a desktop computer having a touch-sensitive surface (e.g., a touch screen display and / or a touch pad).

[0035] In the following embodiments, a terminal including a display and a touch-sensitive surface is described. However, it should be understood that the terminal may include one or more other physical user interface devices such as a physical keyboard, a mouse, and a joystick.

[0036] The vehicle control method provided in the embodiment of the present application can be executed by an electronic device or a functional module or functional entity in the electronic device that can implement the vehicle control method. The electronic devices mentioned in the embodiment of the present application include but are not limited to mobile phones, tablet computers, computers, cameras and wearable devices, etc. The vehicle control method provided in the embodiment of the present application is explained below using an electronic device as an example of the execution subject.

[0037] like Figure 1 As shown, the vehicle control method includes: step 110 and step 120.

[0038] Step 110: Obtain multiple road adhesion coefficients corresponding to the vehicle during driving; In this step, the road adhesion coefficient is a parameter that measures the friction between the tire and the road surface. The road adhesion coefficient directly affects the vehicle's traction, braking force and handling stability.

[0039] A preview module can be installed on the vehicle. The preview module can include a camera and a road adhesion coefficient estimator. The camera can capture images of the road surface on which the vehicle is traveling to identify the road surface type, and then the road adhesion coefficient estimator can estimate the road adhesion coefficient based on a lookup table according to the road surface type.

[0040] During the driving process of the vehicle, images of the road surface in front of the vehicle can be collected at different times to obtain the road adhesion coefficients corresponding to the different collection times.

[0041] Step 120: When it is determined based on the plurality of road adhesion coefficients that the vehicle is on a contact road, performing yaw control on the vehicle; In this step, when the difference between the road adhesion coefficient of the road on which the front wheels of the vehicle are located and the road adhesion coefficient of the road on which the rear wheels are located is greater than a preset threshold, it can be determined that the vehicle is on the contact road.

[0042] The preset threshold value may be customized based on the user. For example, the preset threshold value may be set to 0.4 or 0.5, or may be other values, which are not limited in this application.

[0043] For example, when the front wheels of the vehicle are on a low-adhesion road surface and the rear wheels are on a high-adhesion road surface, that is, the vehicle is driving from a high-adhesion road surface to a low-adhesion road surface, or when the front wheels of the vehicle are on a high-adhesion road surface and the rear wheels are on a low-adhesion road surface, that is, the vehicle is driving from a low-adhesion road surface to a high-adhesion road surface, it can be determined that the vehicle is on a docking road surface.

[0044] When it is determined that the vehicle is on a contact road surface, the vehicle can be yaw controlled to prevent the vehicle body from yawing significantly, thereby improving the safety and stability of the vehicle when driving on the contact road surface.

[0045] Among them, such as Figure 2 and Figure 3 As shown, performing yaw control on a vehicle may include: step 210 and step 310 .

[0046] In the actual execution process, when performing yaw control on the vehicle, any one of step 210 and step 310 can be selected for execution, or both step 210 and step 310 can be selected for execution, and the corresponding strategy can be automatically selected for execution based on the driving conditions of the vehicle on the road.

[0047] Step 210: When the vehicle moves from a high-adhesion road surface to a low-adhesion road surface, the rear wheels of the vehicle are controlled to control the movement of the vehicle in an active steering mode; In this step, the high adhesion road surface is a road surface with greater friction between the tire and the road surface, and the adhesion coefficient is usually higher (the adhesion coefficient can be greater than or equal to 0.6, such as the adhesion coefficient of a dry road surface can be 0.8-1.0), such as dry asphalt road surface, concrete road surface and hard soil road surface.

[0048] Low-adhesion road surfaces are road surfaces with less friction between the tire and the road surface, and the adhesion coefficient is usually low (generally less than 0.6, such as the adhesion coefficient of wet or icy roads can be 0.1-0.4), such as rainy roads, flooded roads, and ice-covered roads.

[0049] When a vehicle drives from a high-adhesion road surface to a low-adhesion road surface, the front wheels of the vehicle are on the low-adhesion road surface and the rear wheels of the vehicle are on the high-adhesion road surface. For example, when a vehicle drives from a dry asphalt road surface to an icy or snowy road surface, the friction between the front wheels and the road surface decreases, and the lateral force of the front wheels may quickly saturate due to the sudden drop in the adhesion coefficient, causing the vehicle to tend to oversteer.

[0050] In active steering mode, the side slip angle of the rear wheels can be changed to actively generate a yaw moment opposite to the steering of the front wheels to offset the instability caused by insufficient lateral force of the front wheels.

[0051] Active rear wheel steering can achieve a higher additional yaw moment with less impact on driving comfort. When the vehicle passes through a high-adhesion coefficient-low-adhesion coefficient interface road, the rear wheels are on a high-adhesion road surface and have higher tire grip. Using rear wheel steering to control yaw can ensure stable driving of the vehicle.

[0052] Step 310: When the vehicle moves from a low-adhesion road surface to a high-adhesion road surface, the front wheels of the vehicle are controlled to control the movement of the vehicle in a differential braking mode.

[0053] In this step, when the vehicle enters the docking road surface and the vehicle enters the high adhesion road surface from the low adhesion road surface, such as the vehicle enters the dry asphalt road surface from the icy road surface, the front wheels of the vehicle are on the high adhesion road surface and the rear wheels of the vehicle are on the low adhesion road surface.

[0054] On low-adhesion roads, the lateral and longitudinal forces of the tires will be reduced, and rear wheel steering may cause the tires to exceed the friction limit and lose control.

[0055] When a vehicle passes through a low-adhesion coefficient-high-adhesion coefficient interface road, the rear wheels are on a low-adhesion road surface. Excessive rear wheel turning angles may cause the tires to slip, leading to vehicle instability. In this condition, differential braking can be used on the front wheels to provide the vehicle with additional yaw torque for stability control.

[0056] According to the vehicle control method provided in the embodiment of the present application, different yaw control strategies are adaptively adopted according to the docking road conditions, and different actuators are used under the same speed and yaw angular velocity. When the vehicle moves from a high-adhesion road surface to a low-adhesion road surface, the rear wheels of the vehicle are actively steered to control the yaw. When the vehicle moves from a low-adhesion road surface to a high-adhesion road surface, the front wheels of the vehicle are differentially driven to control the yaw. This makes it easy to identify the docking steering control strategy from the vehicle's steering actions on different docking roads, thereby achieving vehicle stability control under docking road conditions and improving the safety of the vehicle when driving on docking roads.

[0057] In some embodiments, controlling the rear wheels of a vehicle to control vehicle motion in an active steering mode may include: Obtaining a first difference between a reference yaw rate and an actual yaw rate corresponding to the vehicle; Calculate the rotation angle of the rear wheel based on the first difference; Controls rear wheel steering based on the turning angle.

[0058] In this embodiment, the actual yaw rate of the vehicle is the angular velocity of the vehicle rotating around a vertical axis (perpendicular to the ground), which can be measured in real time based on on-board sensors (such as an inertial measurement unit or a gyroscope). The actual yaw rate reflects the current steering characteristics of the vehicle.

[0059] The reference yaw rate is the desired yaw rate of the vehicle, which can be calculated using the vehicle's dynamic model based on parameters such as the steering wheel angle and vehicle speed, or it can be a stable yaw rate preset by the control system under extreme operating conditions (such as sudden changes in road adhesion).

[0060] The first difference is used to quantify the deviation between the vehicle's current yaw state and the expected state. When the first difference is greater than 0, it means that the actual yaw is slower than expected, such as front wheel slippage causing understeer; when the first difference is less than 0, the actual yaw is faster than expected, such as rear wheel slippage causing oversteer.

[0061] During the actual execution process, the actual yaw angular velocity of the vehicle can be collected through the acquisition module in the vehicle .

[0062] The vehicle steering reference yaw rate can be obtained using an estimator :

[0063]

[0064] in, is the longitudinal speed; is the front wheel turning angle; is the wheelbase; is the vehicle mass; , are the distances from the front and rear axles to the center of mass, respectively; and is the front and rear axle lateral stiffness, is the reference yaw rate.

[0065] The difference between the reference yaw rate and the actual yaw rate can then be calculated: ,in, is the first difference, is the reference yaw rate, is the actual yaw angular velocity.

[0066] Converting the first difference into the steering angle that the rear wheels need to adjust can offset the yaw moment of the deviation.

[0067] The corresponding rotation angle of the rear wheel can be calculated based on the first difference using a PID (Proportional, Integral, Differential) controller, a linear quadratic regulator, or a fuzzy control.

[0068] The rotation angle changes the direction of the lateral force of the tire, thereby generating a yaw moment. The magnitude of the rotation angle can be proportional to the first difference to quickly correct the deviation.

[0069] The rear wheel steering angle can be adjusted through the actuator to actually generate a torque to offset the yaw deviation to maintain vehicle stability.

[0070] The actuator may be a rear wheel active steering system, for example, may include an electric power steering motor, a steering rod and a sensor, etc., and may adjust the steering angle of the rear wheels in real time according to the rotation angle.

[0071] In the actual implementation process, Figure 5 As shown, a fuzzy logic controller can be used to specify fuzzy rules based on actual vehicle test data, and output the P value (proportional) and I value (integral) in the PID controller in real time. The PID controller can be adjusted according to the P value and I value, so that the performance of the PID controller can meet user needs.

[0072] The PID controller can calculate the rotation angle based on the first difference between the reference yaw rate and the actual yaw rate , based on the steering angle, active rear wheel steering angle control can be performed.

[0073] According to the vehicle control method provided in the embodiment of the present application, when the vehicle enters a low-adhesion road surface from a high-adhesion road surface, the rear wheel steering is directly adjusted mechanically to generate a yaw torque, thereby improving the response speed. When the road adhesion suddenly changes, the vehicle can be maintained in accordance with the driver's intention or a stable trajectory, thereby improving driving safety.

[0074] In some embodiments, controlling the front wheels of a vehicle to control vehicle motion in a differential braking mode may include: Obtaining a second difference between a reference yaw rate and an actual yaw rate corresponding to the vehicle; An additional yaw moment is calculated based on the second difference; Calculating the braking torque corresponding to each wheel of the vehicle based on the additional yaw moment; The braking of each wheel is controlled based on the respective braking torque.

[0075] In this embodiment, in the differential braking mode, different braking torques may be applied to the respective wheels, and the difference in braking forces may be used to generate a yaw torque.

[0076] The additional yaw moment may be calculated based on the second difference using a PID controller, a linear quadratic regulator, or a fuzzy control.

[0077] An additional yaw moment can be distributed to the individual wheels, generating the required yaw moment via differential braking.

[0078] For example, the additional yaw moment can be input to an actuator (such as a braking system), and the braking system can automatically distribute the four-wheel braking torque according to the required additional yaw moment.

[0079] The additional yaw moment is the control amount required to deal with the unexpected yaw of the vehicle when contacting the road.

[0080] In the actual implementation process, Figure 7 As shown, a fuzzy logic controller can be used to specify fuzzy rules based on actual vehicle test data, and output the P value (proportional) and I value (integral) in the PID controller in real time. The PID controller can be adjusted according to the P value and I value, so that the performance of the PID controller can meet user needs.

[0081] The PID controller can calculate the additional yaw moment based on the second difference between the reference yaw rate and the actual yaw rate .

[0082] like Figure 4 As shown, the additional yaw moment can be Transmitted to the braking torque distributor, the braking torque of each wheel output by the braking torque distributor can be obtained: left front wheel braking torque , right front wheel braking torque , left rear wheel braking force , right rear wheel braking torque .

[0083] According to the vehicle control method provided in the embodiment of the present application, when the vehicle drives from a low-adhesion road surface to a high-adhesion road surface, differential braking is used on the front wheels to provide the vehicle with additional yaw torque for stability control, thereby avoiding understeering and loss of control on the connecting road surface and improving driving safety.

[0084] In some embodiments, the vehicle control method may further include: Obtaining the actual slip rate corresponding to each wheel of the vehicle; When it is determined based on multiple road adhesion coefficients that the vehicle is driving from a first road to a second road, anti-skid control is performed on the vehicle based on actual slip rates corresponding to wheels on a target road between the first road and the second road.

[0085] In this embodiment, the slip ratio is a quantitative indicator of the degree of wheel slip, reflecting the motion state of the wheel.

[0086] When the slip ratio is small, the friction between the tire and the road is large.

[0087] The slip rate of each wheel can be obtained in real time to identify local road adhesion differences.

[0088] The road surface adhesion coefficient corresponding to the first road surface is different from the road surface adhesion coefficient corresponding to the second road surface. When the road surface adhesion coefficient of the first road surface is greater than the road surface adhesion coefficient of the second road surface, it can be determined that the vehicle is driving from a high-adhesion road surface to a low-adhesion road surface; when the road surface adhesion coefficient of the first road surface is less than the road surface adhesion coefficient of the second road surface, it can be determined that the vehicle is driving from a low-adhesion road surface to a high-adhesion road surface.

[0089] The target road surface is the road surface with the smallest road surface adhesion coefficient between the first road surface and the second road surface. For example, when the road surface adhesion coefficient of the first road surface is greater than the road surface adhesion coefficient of the second road surface, the target road surface is the second road surface (i.e., the low-adhesion road surface); when the road surface adhesion coefficient of the first road surface is less than the road surface adhesion coefficient of the second road surface, the target road surface is the first road surface (i.e., the low-adhesion road surface).

[0090] The vehicle can be driven to prevent slip based on the actual slip rate of the wheels on the target road surface.

[0091] The slip rate of the wheels on the target road surface can be controlled within an optimal range (e.g., 10% to 20%) by adjusting the driving force or applying the brakes.

[0092] For example, when it is determined that the vehicle is driving from a high-adhesion road surface to a low-adhesion road surface, the rear wheels of the vehicle are on the high-adhesion road surface and are less likely to slip, so drive anti-skid control can be performed on the front wheels on the low-adhesion road surface.

[0093] When it is determined that the vehicle is driving from a low-adhesion road surface to a high-adhesion road surface, the rear wheels are on the low-adhesion road surface and longitudinal anti-skid control can be performed on the rear wheels.

[0094] During actual implementation, a collection module may be provided in the vehicle. The collection module may include an onboard sensor and a vehicle size data storage device for acquiring vehicle status data.

[0095] The moment of inertia, angular velocity, driving torque, radius of the wheel and the vehicle mass can be collected based on the collection module in the vehicle.

[0096] The estimator can be used to analyze the data transmitted by the acquisition module to estimate the actual slip rate corresponding to the current tire:

[0097] in, is the actual slip rate corresponding to wheel i, is the angular velocity corresponding to wheel i, is the moment of inertia corresponding to wheel i, is the driving torque of wheel i, is the radius of wheel i, For vehicle quality.

[0098] In some embodiments, performing anti-skid control on a vehicle based on an actual slip rate corresponding to a wheel on a target road surface between a first road surface and a second road surface may include: Obtaining a third difference between a reference slip rate and an actual slip rate corresponding to each wheel on the target road surface; Calculating a driving torque distribution vector based on the maximum value of all third differences; Based on the driving torque distribution vector, the vehicle is subjected to driving anti-slip control.

[0099] In this embodiment, the reference slip ratio is an optimal slip ratio range (eg, 10% to 20%) in which the friction between the tire and the road is maximum.

[0100] The third difference is used to quantify the deviation of the vehicle's slip state from the optimal state.

[0101] In the actual implementation process, the reference slip rate can be obtained by looking up the table based on the road adhesion rate and tire model. Then, according to the reference slip rate and the actual slip rate, the third difference value corresponding to each wheel is calculated. ,in, is the index of the left front wheel, is the index of the right front wheel, is the index of the left rear wheel, is the index of the right rear wheel.

[0102] For example, when a vehicle drives from a high-adhesion road surface to a low-adhesion road surface, the front wheels are on the low-adhesion road surface and are more likely to slip. The third difference corresponding to the left front wheel and the right front wheel can be obtained, and the maximum value of the two third differences can be obtained, that is, the wheel that slips most severely.

[0103] Prioritizes the wheels that slip the most, and adjusts the drive torque distribution to suppress slip and maintain overall traction.

[0104] The driving torque distribution vector is used to dynamically adjust the driving torque of each wheel according to the vehicle state and road conditions, so as to distribute more torque to the wheels with good adhesion conditions. For example, when the vehicle drives from a high-adhesion road surface to a low-adhesion road surface, the torque of the slipping wheels (the front wheels on the low-adhesion road surface) can be suppressed, and more torque can be distributed to the rear wheels on the high-adhesion road surface, avoiding vehicle loss of control and preventing the slipping wheels from wasting power.

[0105] In some embodiments, performing anti-slip control on a vehicle based on a driving torque distribution vector may include: Obtaining the driving torque corresponding to each wheel of the vehicle based on the driving torque distribution vector; The movement of each wheel is controlled based on the respective drive torque.

[0106] In this embodiment, the driving torque of each wheel can be adjusted by the actuator to achieve slip ratio control.

[0107] For example, the driving torque distribution vector may be input to a driving torque distributor, so that the driving torque corresponding to each wheel is output according to the driving torque distribution vector.

[0108] In the actual implementation process, when the vehicle drives from a high-adhesion road to a low-adhesion road, the front wheels are on the low-adhesion road and are more likely to slip. The third difference value corresponding to the left front wheel can be obtained. , and the third difference corresponding to the right front wheel ,exist In this case, you can target ,Fuzzy PID is used to distribute the total driving torque between the front and rear wheels to perform driving anti-slip control.

[0109] like Figure 6As shown, the fuzzy logic controller can be used to formulate fuzzy rules based on the actual vehicle test data, and output the P value in the PID controller in real time. The PID controller can be based on The driving torque distribution vector is directly calculated.

[0110] exist In this case, you can target ,Fuzzy PID is used to distribute the total driving torque between the front and rear wheels to perform driving anti-slip control.

[0111] When the vehicle is driving from a low-adhesion road to a high-adhesion road, the rear wheels are on the low-adhesion road and are more likely to slip. The third difference value corresponding to the left rear wheel can be obtained. , and the third difference corresponding to the right rear wheel ,exist In this case, you can target , using fuzzy PID to distribute the total driving torque of the front and rear wheels to perform drive anti-slip control; In this case, you can target ,Fuzzy PID is used to distribute the total driving torque of the front and rear wheels to perform driving anti-slip control.

[0112] like Figure 4 As shown, the driving torque distribution vector T can be input to the driving torque distributor to obtain the driving torque corresponding to each wheel using the driving torque distributor: the left front wheel driving torque , right front wheel driving torque , left rear wheel driving torque and right rear wheel drive torque .

[0113] In some embodiments, performing anti-skid control on a vehicle based on an actual slip rate corresponding to a wheel on a target road surface between a first road surface and a second road surface may include: Based on the actual slip ratio, each wheel of the vehicle is controlled accordingly to reduce the driving torque corresponding to the wheel on the target road surface, and increase the driving torque corresponding to the wheel on the first road surface and the second road surface other than the target road surface.

[0114] In this embodiment, each wheel of the vehicle can be controlled accordingly based on the actual slip rate corresponding to the wheel on the target road surface. For example, the driving torque corresponding to each wheel can be calculated based on the actual slip rate corresponding to the wheel on the target road surface, and then the movement of each wheel can be controlled based on the driving torque corresponding to each wheel.

[0115] By controlling each wheel based on the actual slip rate corresponding to the wheel on the target road surface, the driving torque corresponding to the wheel on the target road surface (low-adhesion road surface) can be reduced, and the slip rate of the wheel on the target road surface can be returned to the optimal range, which can effectively prevent the wheel from slipping on the target road surface and causing the vehicle to lose control.

[0116] Increasing the driving torque corresponding to the wheels on other road surfaces (high adhesion road surfaces) can fully utilize the adhesion capabilities of the wheels on other road surfaces, compensate for the reduced driving force on the target road surface, and maintain the overall driving force balance.

[0117] After obtaining the third difference between the reference slip rate and the actual slip rate corresponding to each wheel on the target road surface, when distributing the total driving torque of the front and rear wheels, under the condition that the total driving torque of the front and rear wheels remains unchanged, the driving torque of the wheel with a larger third difference (i.e., the slipping wheel) can be reduced, and the driving torque of the non-slipping wheel can be increased.

[0118] In this application, if Figure 8 As shown, the vehicle control method provided in the embodiment of the present application can adopt different control strategies according to the type of the connecting road surface, and the current control strategy can be judged by observing the front and rear wheel movements when passing through a high adhesion road surface to a low adhesion road surface, and through a low adhesion road surface to a high adhesion road surface at the same speed and the same yaw angular velocity.

[0119] By performing drive anti-skid control on the wheels on low-adhesion roads and using yaw control on the wheels on high-adhesion roads, the vehicle's multi-dimensional stability, including longitudinal and yaw, can be controlled in a coordinated manner, improving the vehicle's driving safety on the road.

[0120] In some embodiments, a feedforward control method may be used instead of fuzzy PID feedback control to calculate the front and rear wheel torque distribution ratio, which may be selected based on different vehicle models and is not limited in this application.

[0121] According to the vehicle control method provided in the embodiment of the present application, by monitoring the actual slip rate of each wheel and dynamically adjusting the driving torque distribution according to the slip rate corresponding to the wheel with the most severe slip, the wheel with the most severe slip is given priority, which can avoid overall loss of control caused by local slip and ensure the stability of the vehicle's driving trajectory and driving safety.

[0122] In some embodiments, after step 110, the method may further include: When it is determined based on the plurality of road adhesion coefficients that the vehicle is about to enter an abutting road surface, obtaining a target distance between the vehicle and the abutting road surface; Based on the target distance and the vehicle's speed, it is determined whether the vehicle is entering the connecting road.

[0123] In this embodiment, a radar may be installed on the vehicle, and the radar may sense the change in the road surface material through the difference in reflected waves to obtain the road surface adhesion coefficient.

[0124] Based on the differences between multiple road adhesion coefficients, it is possible to identify whether there is a contact road in front of the vehicle.

[0125] The butted road surface is a scenario where two road surfaces with different adhesion coefficients are directly connected, such as from a high-adhesion road surface to a low-adhesion road surface, or from a low-adhesion road surface to a high-adhesion road surface.

[0126] The target distance is the straight-line distance (or the driving distance along the lane line) from the vehicle's current position to the starting point of the connecting road surface (the intersection of the two road surfaces).

[0127] The time it takes for the vehicle to reach the docking point can be calculated based on the target distance and the vehicle's speed, triggering a pre-set control strategy to deal with sudden changes in road adhesion.

[0128] In some embodiments, determining that a vehicle is about to enter a contacting road surface based on a plurality of road adhesion coefficients may include: Obtaining a first road surface adhesion coefficient obtained at a historical collection time and a second road surface adhesion coefficient obtained at a current collection time; When the difference between the first road surface adhesion coefficient and the second road surface adhesion coefficient is greater than a difference threshold, it is determined that the vehicle is about to enter a connecting road surface.

[0129] In this embodiment, the road adhesion coefficient can be directly obtained through a special sensor (such as an optical road adhesion coefficient sensor), or the road adhesion coefficient can be estimated based on an image sensor and a road adhesion coefficient estimator, or the road adhesion coefficient can be obtained through other methods. The selection can be based on user needs and is not limited in this application.

[0130] The historical collection time may be the time when the vehicle was most recently driving stably, such as t1=0s; the current collection time may be the time after the vehicle has traveled a certain distance or time, such as t2=0.5s.

[0131] By comparing the first road adhesion coefficient at the historical collection time and the second road adhesion coefficient at the current collection time, it is possible to identify whether the road adhesion has changed significantly in a short period of time (such as when approaching a connecting road).

[0132] The road adhesion mutation scenario can be identified by quantifying the difference in road adhesion coefficients corresponding to adjacent moments.

[0133] The degree of difference may be an absolute difference or a relative difference between the first road surface adhesion coefficient and the second road surface adhesion coefficient.

[0134] A critical difference value (ie, a difference threshold) may be preset. When the difference is greater than the difference threshold, it may be determined that the vehicle is about to enter a connecting road surface.

[0135] In the actual implementation process, the first road adhesion coefficient can be obtained at the historical collection time , and obtain the second road adhesion coefficient at the current acquisition moment ,exist ,and In the case of is the difference threshold), it can be determined that the vehicle is about to enter the docking road, and then the target distance can be monitored.

[0136] According to the vehicle control method provided in the embodiment of the present application, by obtaining the first road adhesion coefficient and the second road adhesion coefficient corresponding to the road surface on which the vehicle is traveling, it is determined whether the vehicle is about to enter a connecting road surface based on the difference between the two obtained road adhesion coefficients, which can provide a decision-making basis for subsequent stability control and improve the safety of the vehicle in the connecting road surface scenario.

[0137] In some embodiments, after step 110, the method may further include: Obtaining a first road surface adhesion coefficient obtained at a historical collection time and a second road surface adhesion coefficient obtained at a current collection time; When the first road adhesion coefficient is greater than the second road adhesion coefficient, determining that the vehicle is about to drive from a high-adhesion road surface to a low-adhesion road surface; When the first road surface adhesion coefficient is less than the second road surface adhesion coefficient, it is determined that the vehicle is about to drive from a low-adhesion road surface to a high-adhesion road surface.

[0138] In this embodiment, the current collection time is the collection time after the historical collection time.

[0139] The preview module can be used to identify the road surface on which the vehicle is traveling, and the road adhesion coefficient (i.e. the first round adhesion coefficient) can be estimated based on the road type table. and the second road adhesion coefficient ), the first road adhesion coefficient is the road adhesion coefficient obtained by the preview module for the first time, and the second road adhesion coefficient is the road adhesion coefficient obtained by the preview module for the second time.

[0140] exist In this case, it can be determined that the vehicle is about to drive from a high-adhesion road to a low-adhesion road.

[0141] exist In this case, it can be determined that the vehicle is about to drive from a low-adhesion road to a high-adhesion road.

[0142] In some embodiments, determining whether the vehicle is entering a connecting road surface based on the target distance and the vehicle's driving speed may include: Based on the target distance and driving speed, the target time required for the vehicle to enter the docking road is calculated; After the target time, the vehicle is confirmed to enter the docking road.

[0143] In this embodiment, the target duration is the time required for the vehicle to drive from the current position to the connecting road surface, which can be determined based on the ratio between the target distance and the driving speed.

[0144] If the vehicle accelerates or decelerates while driving towards the connecting road, the driving speed will change. The latest target time can be calculated based on the latest driving speed and the target distance collected in real time.

[0145] The control strategy can be triggered by timing to ensure that the vehicle has adjusted to a stable state when entering the connecting road.

[0146] When the vehicle's driving time reaches the target duration, it can be determined that the vehicle has reached the starting point of the docking road surface and the preset control strategy can be executed immediately.

[0147] In some embodiments, after step 110, the method may further include: Obtaining the actual yaw rate of the vehicle, the actual slip rate of each wheel of the vehicle, the rotation data of the steering wheel of the vehicle, and the target distance between the vehicle and the road surface; When it is determined based on the target distance, the actual yaw rate and the rotation data that the first condition is satisfied, controlling the corresponding yaw control portion of the vehicle to start; and / or, When it is determined based on the target distance and the rotation data that the second condition is satisfied, controlling the corresponding driving anti-skid control part of the vehicle to start; and / or, When it is determined based on the target distance, the actual yaw rate, the actual slip rate, and the rotation data that the third condition is satisfied, the corresponding yaw control portion and the drive anti-skid control portion of the vehicle are controlled to start.

[0148] In this embodiment, when it is determined based on a plurality of road adhesion coefficients that the vehicle is about to enter an approaching road surface, the approaching road surface distance signal d may be monitored.

[0149] The difference between the reference slip rate and the actual slip rate of each wheel can be calculated based on the actual slip rate corresponding to each wheel. , and compare and slip rate threshold (The value can be determined based on the vehicle model) For example, In the case of ;exist In the case of ,in, Used to indicate whether the drive anti-slip control is in effect, e.g. In the case of , it means that the drive anti-slip control is needed. In the case of , it means that the drive anti-slip control is not required.

[0150] The steering wheel rotation data may include the steering wheel angle or steering wheel speed .

[0151] Steering wheel angles can be compared Steering wheel angle threshold The size relationship between them, or comparing the steering wheel speed Steering wheel angular velocity threshold The size relationship between them, where the steering wheel angle threshold and steering wheel angular velocity threshold It can be determined based on the vehicle model, and this application does not limit it.

[0152] exist or In the case of ;exist or In the case of , Used to indicate whether steering control is performed, such as In the case of , it means that steering control is required. In the case of , it means that steering control is not required.

[0153] The difference between the reference yaw rate and the actual yaw rate can be calculated , and compare The difference threshold between the yaw rate and the The size relationship between In the case of ;exist In the case of ,in, It can be determined based on the vehicle model, and this application does not limit it. Used to indicate whether yaw control is required, e.g. In the case of , it means that yaw control is required. In the case of , it means that yaw control is not required.

[0154] In some embodiments, the first condition includes the target distance being greater than 0, the difference between the reference yaw rate and the actual yaw rate corresponding to the vehicle being greater than a yaw rate difference threshold, and the rotation data being greater than a rotation data threshold; The second condition includes the target distance being greater than 0 and the rotation data being greater than the rotation data threshold; The third condition includes that the target distance is greater than 0, the difference between the reference slip rate and the actual slip rate corresponding to the vehicle is greater than the slip rate threshold, the difference between the reference yaw rate and the actual yaw rate corresponding to the vehicle is greater than the yaw rate difference threshold, and the rotation data is greater than the rotation data threshold.

[0155] In this embodiment, when determining 、 1 and (i.e., if the first condition is met), the yaw control part in the control module can be activated; In determining and 1 (i.e., the second condition is met), the drive anti-skid control part in the control module can be started; In determining 、 、 1 and (i.e., if the third condition is met), the entire control module can be started; If it is determined that the first condition, the second condition, and the third condition are not satisfied, no operation is performed.

[0156] According to the vehicle control method provided in the embodiment of the present application, by collecting the actual yaw angular velocity, the actual slip rate of each wheel, the steering wheel rotation data and the target distance between the vehicle and the docking road surface, it is determined whether the corresponding control part needs to be controlled to be turned on, and when it is determined that the corresponding part needs to be controlled to be turned on, the corresponding controller is turned on in advance, thereby ensuring that the vehicle can be stably controlled when entering the docking road surface and ensuring stable driving of the vehicle.

[0157] The control device of the vehicle provided in the present application is described below. The control device of the vehicle described below and the control method of the vehicle described above can be referenced to each other.

[0158] The vehicle control method provided in the embodiment of the present application can be executed by a vehicle control device. In the embodiment of the present application, the vehicle control device provided in the embodiment of the present application is described by taking the vehicle control method executed by the vehicle control device as an example.

[0159] An embodiment of the present application also provides a vehicle control device.

[0160] like Figure 9As shown, the control device of the vehicle includes: a first processing module 910 and a second processing module 920.

[0161] The first processing module 910 is used to obtain a plurality of road adhesion coefficients corresponding to the vehicle during driving; a second processing module 920 configured to perform yaw control on the vehicle when it is determined based on the plurality of road adhesion coefficients that the vehicle is on an abutting road surface; wherein the vehicle being on the abutting road surface comprises a difference between the road adhesion coefficients of the road surface on which the front wheels of the vehicle are positioned and the road adhesion coefficients of the road surface on which the rear wheels of the vehicle are positioned being greater than a preset threshold; The second processing module 920 is further configured to control the rear wheels of the vehicle to control the movement of the vehicle in an active steering mode when the vehicle enters a low-adhesion road from a high-adhesion road; and / or, When the vehicle moves from a low-adhesion road surface to a high-adhesion road surface, the front wheels of the vehicle are controlled in a differential braking mode to control the vehicle movement.

[0162] According to the control device of the vehicle provided in the embodiment of the present application, different yaw control strategies are adaptively adopted according to the docking road conditions, and different actuators are used under the same speed and yaw angular velocity. When the vehicle moves from a high-adhesion road surface to a low-adhesion road surface, the rear wheels of the vehicle are actively steered to control the yaw. When the vehicle moves from a low-adhesion road surface to a high-adhesion road surface, the front wheels of the vehicle are differentially driven to control the yaw. This makes it easy to identify the docking steering control strategy from the vehicle's steering actions on different docking roads, thereby achieving vehicle stability control under docking road conditions and improving the safety of the vehicle when driving on the docking road.

[0163] In some embodiments, the second processing module 920 may also be configured to: Obtaining a first difference between a reference yaw rate and an actual yaw rate corresponding to the vehicle; Calculate the rotation angle of the rear wheel based on the first difference; Controls rear wheel steering based on the turning angle.

[0164] In some embodiments, the second processing module 920 may also be configured to: Obtaining a second difference between a reference yaw rate and an actual yaw rate corresponding to the vehicle; An additional yaw moment is calculated based on the second difference; Calculating the braking torque corresponding to each wheel of the vehicle based on the additional yaw moment; The braking of each wheel is controlled based on the respective braking torque.

[0165] In some embodiments, the vehicle control device may further include a third processing module configured to: Obtaining the actual slip rate corresponding to each wheel of the vehicle; When it is determined based on multiple road adhesion coefficients that a vehicle is driving from a first road to a second road, drive anti-skid control of the vehicle is performed based on the actual slip rate corresponding to the wheels on a target road between the first and second road surfaces; the road adhesion coefficient corresponding to the first road surface is different from the road adhesion coefficient corresponding to the second road surface, and the target road surface is the road surface with the smallest road adhesion coefficient.

[0166] In some embodiments, the third processing module may further be configured to: Obtaining a third difference between a reference slip rate and an actual slip rate corresponding to each wheel on the target road surface; Calculating a driving torque distribution vector based on the maximum value of all third differences; Based on the driving torque distribution vector, the vehicle is subjected to driving anti-slip control.

[0167] In some embodiments, the third processing module may further be configured to: Obtaining the driving torque corresponding to each wheel of the vehicle based on the driving torque distribution vector; The movement of each wheel is controlled based on the respective drive torque.

[0168] In some embodiments, the vehicle control device may further include a fourth processing module configured to obtain, after obtaining a plurality of road adhesion coefficients corresponding to the vehicle during driving, an actual yaw rate corresponding to the vehicle, an actual slip rate corresponding to each wheel of the vehicle, rotation data corresponding to the vehicle's steering wheel, and a target distance between the vehicle and the road surface; When it is determined based on the target distance, the actual yaw rate and the rotation data that the first condition is satisfied, controlling the corresponding yaw control portion of the vehicle to start; and / or, When it is determined based on the target distance and the rotation data that the second condition is satisfied, controlling the corresponding driving anti-skid control part of the vehicle to start; and / or, When it is determined based on the target distance, the actual yaw rate, the actual slip rate, and the rotation data that the third condition is satisfied, the corresponding yaw control portion and the drive anti-skid control portion of the vehicle are controlled to start.

[0169] In some embodiments, the control device of the vehicle may further include a fifth processing module, configured to enable the first condition to include: the target distance is greater than 0, the difference between the reference yaw rate and the actual yaw rate corresponding to the vehicle is greater than a yaw rate difference threshold, and the rotation data is greater than a rotation data threshold; The second condition includes the target distance being greater than 0 and the rotation data being greater than the rotation data threshold; The third condition includes that the target distance is greater than 0, the difference between the reference slip rate and the actual slip rate corresponding to the vehicle is greater than the slip rate threshold, the difference between the reference yaw rate and the actual yaw rate corresponding to the vehicle is greater than the yaw rate difference threshold, and the rotation data is greater than the rotation data threshold.

[0170] In some embodiments, the control device of the vehicle may further include a sixth processing module for obtaining a plurality of road adhesion coefficients corresponding to the vehicle during driving, and obtaining a target distance between the vehicle and the abutting road surface when it is determined based on the plurality of road adhesion coefficients that the vehicle is about to enter the abutting road surface; Based on the target distance and the vehicle's speed, it is determined whether the vehicle is entering the connecting road.

[0171] In some embodiments, the sixth processing module may further be configured to: Obtaining a first road surface adhesion coefficient obtained at a historical collection time and a second road surface adhesion coefficient obtained at a current collection time; When the difference between the first road surface adhesion coefficient and the second road surface adhesion coefficient is greater than a difference threshold, it is determined that the vehicle is about to enter a connecting road surface.

[0172] In some embodiments, the sixth processing module may further be configured to: Based on the target distance and driving speed, the target time required for the vehicle to enter the docking road is calculated; After the target time, the vehicle is confirmed to enter the docking road.

[0173] In some embodiments, the vehicle control device may further include a seventh processing module configured to obtain, after obtaining a plurality of road adhesion coefficients corresponding to the vehicle during driving, a first road adhesion coefficient obtained at a historical collection time and a second road adhesion coefficient obtained at a current collection time; When the first road adhesion coefficient is greater than the second road adhesion coefficient, determining that the vehicle is about to drive from a high-adhesion road surface to a low-adhesion road surface; When the first road surface adhesion coefficient is less than the second road surface adhesion coefficient, it is determined that the vehicle is about to drive from a low-adhesion road surface to a high-adhesion road surface.

[0174] The vehicle control device in the embodiments of the present application may be an electronic device or a component of an electronic device, such as an integrated circuit or chip. The electronic device may be a terminal or other device other than a terminal. For example, the electronic device may be a mobile phone, a tablet computer, a laptop computer, a PDA, an in-vehicle electronic device, a mobile internet device (MID), an augmented reality (AR) / virtual reality (VR) device, a robot, a wearable device, an ultra-mobile personal computer (UMPC), a netbook, or a personal digital assistant (PDA). It may also be a server, a network attached storage (NAS), a personal computer (PC), a television (TV), a teller machine (ATM), or a self-service machine, etc., and the embodiments of the present application do not specifically limit this.

[0175] The vehicle control device in the embodiment of the present application may be a device having an operating system. The operating system may be an Android operating system, an iOS operating system, or other possible operating systems, which are not specifically limited in the embodiment of the present application.

[0176] The vehicle control device provided in the embodiment of the present application can achieve Figures 1 to 8 To avoid repetition, the various processes implemented in the method embodiment are not described here.

[0177] In some embodiments, the present application also provides a vehicle, comprising: a preview module, a plurality of wheels, and a controller.

[0178] In this embodiment, the preview module can be used to obtain multiple road adhesion coefficients corresponding to the vehicle during driving.

[0179] The plurality of wheels may include front wheels and rear wheels.

[0180] The controller can be connected to the preview module and each wheel respectively, and is used to control the movement of the wheel based on the vehicle control method described in any of the above embodiments.

[0181] According to the vehicle provided in the embodiment of the present application, different yaw control strategies are adaptively adopted according to the docking road conditions, and different actuators are used under the same speed and yaw angular velocity. When the vehicle moves from a high-adhesion road surface to a low-adhesion road surface, the rear wheels of the vehicle are actively steered to control the yaw. When the vehicle moves from a low-adhesion road surface to a high-adhesion road surface, the front wheels of the vehicle are differentially driven to control the yaw. This makes it easy to identify the docking steering control strategy from the vehicle's steering actions on different docking roads, thereby achieving vehicle stability control under docking road conditions and improving the safety of the vehicle when driving on docking roads.

[0182] In some embodiments, the controller may include a processing and arbitration module, and a control module.

[0183] In some embodiments, the vehicle may include a collection module, an active rear wheel device, a braking device, and a driving device.

[0184] In this embodiment, the acquisition module may include vehicle sensors and vehicle size data storage for obtaining vehicle status data, including: actual yaw rate , total driving torque , left front wheel driving torque , right front wheel driving torque , left rear wheel driving torque , right rear wheel driving torque , left front wheel speed , right front wheel speed , left rear wheel speed , right rear wheel speed , vehicle longitudinal speed , left front wheel angular velocity , right front wheel angular velocity , left rear wheel angular velocity , right rear wheel angular velocity , vehicle quality , steering wheel angle and steering wheel speed .

[0185] The processing and arbitration module can determine whether the vehicle is about to enter the docking road surface and the target distance between the vehicle and the docking road surface based on the road adhesion coefficient sent by the preview module at different times; it can then estimate the current actual slip rate of the wheel and calculate the difference between the reference slip rate and the actual slip rate of the wheel; then calculate the difference between the reference yaw angular velocity and the actual yaw angular velocity; and then arbitrate whether steering stability control is needed.

[0186] The control module can perform drive anti-slip control through front and rear wheel torque proportional distribution, and perform yaw stability control through rear wheel steering feedback control or differential braking.

[0187] In the actual implementation process, the vehicle control method provided by the embodiment of the present application can be specifically described in combination with the modules and actuators included in the vehicle: The control strategy can be adaptively selected for different types of docking road surfaces.

[0188] When it is determined that the vehicle is driving from a high-adhesion road surface to a low-adhesion road surface, the upper controller can control the turning angle of the rear wheels, and the lower controller can distribute the front and rear torque according to the reference slip rate of the front wheels, and perform yaw control according to the turning angle of the rear wheels.

[0189] When it is determined that the vehicle is driving from a low-adhesion road surface to a high-adhesion road surface, the upper controller can control the additional yaw torque, and the lower controller can distribute the front and rear torque according to the reference slip rate of the rear wheels, and perform yaw control based on the front wheel differential braking.

[0190] During the stability control process, the vehicle's stability control status can also be monitored in real time. When it is determined that the vehicle has completed stability control, the control module can be exited.

[0191] In this application, a multi-actuator system including an active rear wheel device, a drive device and a brake device is used for integrated control of the entire vehicle. For complex steering conditions on the docking road, the rear wheel, drive and brake devices are used in a coordinated manner. By selecting actuators for different control targets and distributing the control dimensions to different and non-interfering actuators, the multi-actuator control can be accurately decoupled, thereby improving the control capability, control dimension and comfort of the entire vehicle.

[0192] In some embodiments, for complex working conditions such as split-road surfaces, that is, when the front and rear wheels are on roads with different adhesion coefficients, and the left and right wheels are also on roads with different adhesion coefficients, the front and rear wheels and left and right wheels can be used to synchronously distribute the driving torque to coordinate drive anti-skid and auxiliary yaw control, further expanding the control capability of the entire vehicle.

[0193] In some embodiments, as Figure 10 As shown, an embodiment of the present application also provides an electronic device 1000, including a processor 1001, a memory 1002, and a computer program stored in the memory 1002 and executable on the processor 1001. When the program is executed by the processor 1001, each process of the above-mentioned vehicle control method embodiment is implemented, and the same technical effect can be achieved. To avoid repetition, it will not be described here.

[0194] It should be noted that the electronic devices in the embodiments of the present application include the mobile electronic devices and non-mobile electronic devices mentioned above.

[0195] On the other hand, the present application also provides a computer program product, which includes a computer program stored on a non-transitory computer-readable storage medium, and the computer program includes program instructions. When the program instructions are executed by a computer, the computer can execute the various processes of the above-mentioned vehicle control method embodiment and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0196] On the other hand, the present application also provides a non-transitory computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, it is implemented to perform the various processes of the above-mentioned vehicle control method embodiment and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0197] On the other hand, an embodiment of the present application further provides a chip, which includes a processor and a communication interface, the communication interface and the processor are coupled, and the processor is used to run programs or instructions to implement the various processes of the above-mentioned vehicle control method embodiment, and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0198] It should be understood that the chip mentioned in the embodiments of the present application can also be called a system-level chip, a system chip, a chip system or a system-on-chip chip, etc.

[0199] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, i.e., they may be located in one location or distributed across multiple network units. Some or all of the modules may be selected based on actual needs to achieve the objectives of the present embodiment. Persons of ordinary skill in the art will be able to understand and implement the present invention without inventive effort.

[0200] Through the description of the above embodiments, those skilled in the art will clearly understand that each embodiment can be implemented using software plus a necessary general-purpose hardware platform, or of course, hardware. Based on this understanding, the essence of the above technical solution, or the portion that contributes to the relevant technology, 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 ROM / RAM, a magnetic disk, or an optical disk, and includes a number of instructions for causing a computer device (such as a personal computer, server, or network device) to execute the methods described in each embodiment or certain portions of the embodiments.

[0201] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A vehicle control method, characterized in that: include: Obtaining a plurality of road adhesion coefficients corresponding to the vehicle during driving; performing yaw control on the vehicle when it is determined based on the plurality of road adhesion coefficients that the vehicle is on a contact road surface; The vehicle being on the contacting road surface includes a difference between a road adhesion coefficient of a road surface on which the front wheels of the vehicle are located and a road adhesion coefficient of a road surface on which the rear wheels of the vehicle are located being greater than a preset threshold; The yaw control of the vehicle includes: when the vehicle moves from a high-adhesion road surface to a low-adhesion road surface, controlling the rear wheels of the vehicle to control the movement of the vehicle in an active steering mode; and / or, When the vehicle moves from a low-adhesion road surface to a high-adhesion road surface, the front wheels of the vehicle are controlled to control the movement of the vehicle in a differential braking mode.

2. The vehicle control method according to claim 1, characterized in that: The controlling the rear wheels of the vehicle to control the movement of the vehicle in an active steering mode comprises: Obtaining a first difference between a reference yaw rate and an actual yaw rate corresponding to the vehicle; Calculating a rotation angle corresponding to the rear wheel based on the first difference; The rear wheel steering is controlled based on the rotation angle.

3. The vehicle control method according to claim 1, characterized in that: The controlling the front wheels of the vehicle to control the movement of the vehicle in a differential braking mode comprises: Obtaining a second difference between a reference yaw rate and an actual yaw rate corresponding to the vehicle; Calculating an additional yaw moment based on the second difference; Calculating a braking torque corresponding to each wheel of the vehicle based on the additional yaw moment; The braking of each wheel is controlled based on the braking torque.

4. The vehicle control method according to any one of claims 1 to 3, characterized in that: The method further comprises: Obtaining an actual slip rate corresponding to each wheel of the vehicle; When it is determined based on the multiple road adhesion coefficients that the vehicle is driving from a first road to a second road, drive anti-skid control is performed on the vehicle based on the actual slip rate corresponding to the wheels on a target road between the first road and the second road; the road adhesion coefficient corresponding to the first road is different from the road adhesion coefficient corresponding to the second road, and the target road is the road with the smallest road adhesion coefficient.

5. The vehicle control method according to claim 4, characterized in that: The performing drive anti-skid control on the vehicle based on an actual slip rate corresponding to a wheel on a target road surface between the first road surface and the second road surface includes: Obtaining a third difference between a reference slip rate and an actual slip rate corresponding to each wheel on the target road surface; Calculating a driving torque distribution vector based on a maximum value among all the third differences; Based on the driving torque distribution vector, driving anti-slip control is performed on the vehicle.

6. The vehicle control method according to claim 5, characterized in that: The performing drive anti-slip control on the vehicle based on the drive torque distribution vector includes: Based on the driving torque distribution vector, obtaining the driving torque corresponding to each wheel of the vehicle; The movement of each wheel is controlled based on the driving torque.

7. The vehicle control method according to claim 4, characterized in that: The performing drive anti-skid control on the vehicle based on an actual slip rate corresponding to a wheel on a target road surface between the first road surface and the second road surface includes: Based on the actual slip rate, each wheel of the vehicle is controlled accordingly to reduce the driving torque corresponding to the wheel on the target road surface, and increase the driving torque corresponding to the wheel on the first road surface and the second road surface other than the target road surface.

8. The vehicle control method according to claim 4, characterized in that: After obtaining a plurality of road adhesion coefficients corresponding to the vehicle during driving, the method further includes: Obtaining an actual yaw rate corresponding to the vehicle, an actual slip rate corresponding to each wheel of the vehicle, rotation data corresponding to the steering wheel of the vehicle, and a target distance between the vehicle and the road surface; When it is determined based on the target distance, the actual yaw rate and the rotation data that a first condition is satisfied, controlling the vehicle to perform yaw control; and / or, When it is determined based on the target distance and the rotation data that a second condition is satisfied, controlling the vehicle to perform drive anti-skid control; and / or, When it is determined based on the target distance, the actual yaw rate, the actual slip ratio, and the rotation data that a third condition is satisfied, the vehicle is controlled to perform yaw control and drive anti-skid control.

9. The vehicle control method according to claim 8, characterized in that: The first condition includes that the target distance is greater than 0, a difference between a reference yaw rate corresponding to the vehicle and the actual yaw rate is greater than a yaw rate difference threshold, and the rotation data is greater than a rotation data threshold; The second condition includes that the target distance is greater than 0, and the rotation data is greater than a rotation data threshold; The third condition includes that the target distance is greater than 0, the difference between the reference slip rate corresponding to the vehicle and the actual slip rate is greater than a slip rate threshold, the difference between the reference yaw rate corresponding to the vehicle and the actual yaw rate is greater than a yaw rate difference threshold, and the rotation data is greater than a rotation data threshold.

10. The vehicle control method according to any one of claims 1 to 3, characterized in that: After obtaining a plurality of road adhesion coefficients corresponding to the vehicle during driving, the method further includes: When it is determined based on the plurality of road adhesion coefficients that the vehicle is about to enter an abutting road surface, obtaining a target distance between the vehicle and the abutting road surface; Based on the target distance and the driving speed of the vehicle, it is determined whether the vehicle has entered the connecting road surface.

11. The vehicle control method according to claim 10, characterized in that: The determining, based on the multiple road adhesion coefficients, that the vehicle is about to enter a connecting road surface includes: Obtaining a first road surface adhesion coefficient obtained at a historical collection time and a second road surface adhesion coefficient obtained at a current collection time; When the difference between the first road surface adhesion coefficient and the second road surface adhesion coefficient is greater than a difference threshold, it is determined that the vehicle is about to enter the interface road surface.

12. The vehicle control method according to claim 10, characterized in that: The determining, based on the target distance and the driving speed of the vehicle, whether the vehicle has entered the docking road surface includes: Calculating a target time required for the vehicle to enter the docking road surface based on the target distance and the driving speed; After the target time, it is determined that the vehicle enters the docking road surface.

13. The vehicle control method according to any one of claims 1 to 3, characterized in that: After obtaining a plurality of road adhesion coefficients corresponding to the vehicle during driving, the method further includes: Obtaining a first road surface adhesion coefficient obtained at a historical collection time and a second road surface adhesion coefficient obtained at a current collection time; When the first road adhesion coefficient is greater than the second road adhesion coefficient, determining that the vehicle is about to enter a low-adhesion road from a high-adhesion road; When the first road surface adhesion coefficient is less than the second road surface adhesion coefficient, it is determined that the vehicle is about to drive from a low-adhesion road surface to a high-adhesion road surface.

14. A vehicle, characterized in that: include: A preview module, used to obtain a plurality of road adhesion coefficients corresponding to the vehicle during driving; multiple wheels, including front and rear wheels; A controller is connected to the preview module and each of the wheels, and is used to control the movement of the wheels based on the vehicle control method according to any one of claims 1 to 13.

15. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the vehicle control method according to any one of claims 1 to 13 is implemented.

16. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the vehicle control method according to any one of claims 1 to 13 is implemented.

17. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the vehicle control method according to any one of claims 1 to 13 is implemented.

Images