Control method of vehicle and vehicle

Abstract

The application discloses a vehicle control method and vehicle, and belongs to the technical field of vehicles. The vehicle control method comprises the following steps: acquiring a plurality of road adhesion coefficients corresponding to the vehicle during driving; when it is determined that the vehicle is on a docking road surface based on the plurality of road adhesion coefficients, performing yaw control on the vehicle; the yaw control on the vehicle comprises the following steps: when the vehicle drives from a high-adhesion road surface to a low-adhesion road surface, controlling rear wheels of the vehicle to control the movement of the vehicle in an active steering mode; and / or when the vehicle drives from a low-adhesion road surface to a high-adhesion road surface, controlling front wheels of the vehicle to control the movement of the vehicle in a differential braking mode. The vehicle control method of the application is easy to identify a docking steering control strategy from different docking road surface steering actions of the vehicle, realizes stable control of the vehicle in a docking road surface working condition, and improves the safety of the vehicle during driving on the docking road surface.

Description

Technical Field

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

[0002] When a vehicle is traveling on a connecting road surface, such as in rain or snow, entering or exiting a tunnel, or on a muddy, flooded, or gravelly surface, the coefficients of friction between the front and rear wheels differ. This can cause significant unintended yaw during steering maneuvers on such surfaces. Related technologies employ the same control strategy for steering stability control at the same speed and yaw rate, resulting in poor safety when driving on such surfaces. Summary of the Invention

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

[0004] In a first aspect, this application provides a method for controlling a vehicle, including:

[0005] Obtain multiple road surface adhesion coefficients corresponding to the vehicle's driving process;

[0006] When it is determined that the vehicle is on the contact road surface based on the multiple road surface adhesion coefficients, yaw control is performed on the vehicle;

[0007] Wherein, the vehicle being on the docking surface means that the difference between the road surface adhesion coefficient of the road surface where the front wheels of the vehicle are located and the road surface adhesion coefficient of the road surface where the rear wheels of the vehicle are located is greater than a preset threshold.

[0008] The yaw control of the vehicle includes: when the vehicle moves from a high-traction surface to a low-traction surface, controlling the rear wheels of the vehicle in an active steering mode to control the vehicle's movement; and / or,

[0009] When the vehicle moves from a low-traction road surface to a high-traction road surface, the front wheels of the vehicle are controlled to control the vehicle's movement in a differential braking mode.

[0010] According to the vehicle control method provided in the embodiments of this application, different yaw control strategies are adopted adaptively for the working conditions of the docking road surface. 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 actively steer 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 differentially drive to control the yaw. It is easy to identify the docking steering control strategy from the vehicle's different docking road surface steering actions, thereby realizing stable vehicle control under docking road surface conditions and improving the safety of the vehicle when driving on the docking road surface.

[0011] One embodiment of this application describes a vehicle control method, wherein controlling the rear wheels of the vehicle in an active steering mode to control the vehicle's movement includes:

[0012] Obtain the first difference between the reference yaw rate and the actual yaw rate of the vehicle;

[0013] The rotation angle corresponding to the rear wheel is calculated based on the first difference.

[0014] The rear wheel steering is controlled based on the rotation angle.

[0015] One embodiment of this application provides a vehicle control method, wherein controlling the front wheels of the vehicle to control the vehicle's movement in a differential braking mode includes:

[0016] Obtain the second difference between the reference yaw rate and the actual yaw rate of the vehicle;

[0017] The additional yaw moment is calculated based on the second difference;

[0018] The braking torque corresponding to each wheel of the vehicle is calculated based on the additional yaw moment.

[0019] The braking of each wheel is controlled based on the braking torque described above.

[0020] One embodiment of the vehicle control method of this application further includes:

[0021] Obtain the actual slip ratio corresponding to each wheel of the vehicle;

[0022] When the vehicle is determined to enter the second road surface from the first road surface based on the multiple road surface adhesion coefficients, the vehicle is driven by anti-skid control based on the actual slip ratio of the wheel corresponding to the target road surface in the first road surface and the second road surface; 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, and the target road surface is the road surface with the smallest road surface adhesion coefficient.

[0023] One embodiment of this application describes a vehicle control method, which performs anti-skid control on the vehicle based on the actual slip ratio of the wheels on a target surface located on a first road surface and a second road surface. The method includes:

[0024] Obtain the third difference between the reference slip ratio and the actual slip ratio for each wheel on the target road surface;

[0025] The driving torque distribution vector is calculated based on the maximum value among all the third differences mentioned above;

[0026] Based on the driving torque distribution vector, the vehicle is subjected to driving anti-slip control.

[0027] One embodiment of the vehicle control method of this application includes performing anti-slip control on the vehicle based on the driving torque distribution vector, comprising:

[0028] Based on the driving torque distribution vector, the driving torque corresponding to each wheel of the vehicle is obtained;

[0029] The movement of each wheel is controlled based on the driving torque described above.

[0030] One embodiment of this application describes a vehicle control method, which performs anti-skid control on the vehicle based on the actual slip ratio of the wheels on a target surface located on a first road surface and a second road surface. The method includes:

[0031] Based on the actual slip ratio, the driving torque of each wheel of the vehicle is controlled accordingly, so as to reduce the driving torque of the wheel on the target road surface and increase the driving torque of the wheel on the other roads in the first road surface and the second road surface, excluding the target road surface.

[0032] One embodiment of the vehicle control method of this application, after obtaining multiple road surface adhesion coefficients corresponding to the vehicle's driving process, the method further includes:

[0033] The actual yaw rate of the vehicle, the actual slip ratio 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 are obtained.

[0034] If, based on the target distance, the actual yaw rate, and the rotation data, a first condition is determined to be met, the vehicle is controlled to perform yaw control; and / or,

[0035] If, based on the target distance and the rotation data, the second condition is determined to be met, the vehicle is controlled to perform anti-slip control; and / or,

[0036] If the third condition is satisfied based on the target distance, the actual yaw rate, the actual slip ratio, and the rotation data, the vehicle is controlled to perform yaw control and drive anti-slip control.

[0037] One embodiment of the vehicle control method of this application includes a first condition comprising: 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.

[0038] The second condition includes the target distance being greater than 0 and the rotation data being greater than the rotation data threshold;

[0039] The third condition includes the target distance being greater than 0, the difference between the reference slip ratio and the actual slip ratio corresponding to the vehicle being greater than the slip ratio threshold, the difference between the reference yaw rate and the actual yaw rate corresponding to the vehicle being greater than the yaw rate difference threshold, and the rotation data being greater than the rotation data threshold.

[0040] One embodiment of the vehicle control method of this application, after obtaining multiple road surface adhesion coefficients corresponding to the vehicle's driving process, the method further includes:

[0041] Based on the multiple road surface adhesion coefficients, if it is determined that the vehicle is about to enter the docking road surface, the target distance between the vehicle and the docking road surface is obtained;

[0042] Based on the target distance and the vehicle's speed, it is determined whether the vehicle has entered the docking road surface.

[0043] One embodiment of the vehicle control method of this application, wherein determining that the vehicle is about to enter the connecting road surface based on the plurality of road surface adhesion coefficients, includes:

[0044] Obtain the first road surface adhesion coefficient at the historical data collection time, and the second road surface adhesion coefficient at the current data collection time;

[0045] If the difference between the first road surface adhesion coefficient and the second road surface adhesion coefficient is greater than the difference threshold, it is determined that the vehicle is about to enter the docking road surface.

[0046] One embodiment of the vehicle control method of this application, wherein determining whether the vehicle has entered the connecting road surface based on the target distance and the vehicle's speed includes:

[0047] Based on the target distance and the driving speed, the target time required for the vehicle to enter the docking road surface is calculated;

[0048] After the target duration, the vehicle is determined to have entered the docking road surface.

[0049] One embodiment of the vehicle control method of this application, after obtaining multiple road surface adhesion coefficients corresponding to the vehicle's driving process, the method further includes:

[0050] Obtain the first road surface adhesion coefficient at the historical data collection time, and the second road surface adhesion coefficient at the current data collection time;

[0051] If the first road surface adhesion coefficient is greater than the second road surface adhesion coefficient, it is determined that the vehicle is about to move from the high-adhesion road surface to the low-adhesion road surface.

[0052] If the first road surface adhesion coefficient is less than the second road surface adhesion coefficient, it is determined that the vehicle is about to move from the low-adhesion road surface to the high-adhesion road surface.

[0053] Secondly, this application provides a vehicle, including:

[0054] The aiming module is used to obtain multiple road surface adhesion coefficients corresponding to the vehicle's driving process;

[0055] Multiple wheels, including front wheels and rear wheels;

[0056] A controller, connected to the pre-aiming module and each of the wheels respectively, is used to control the movement of the wheels based on the vehicle control method as described in the first aspect.

[0057] The vehicle provided in the embodiments of this application adopts different yaw control strategies adaptively for the working conditions of the docking road surface. Different actuators are used at 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 actively steer 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 differentially drive to control the yaw. It is easy to identify the docking steering control strategy from the vehicle's different docking road surface steering actions, thereby realizing stable vehicle control under docking road surface conditions and improving the safety of the vehicle when driving on the docking road surface.

[0058] Thirdly, this application provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the vehicle control method described in the first aspect above.

[0059] Fourthly, this 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.

[0060] Fifthly, this application provides a computer program product, including a computer program that, when executed by a processor, implements the vehicle control method as described in the first aspect above.

[0061] The above-described one or more technical solutions in the embodiments of this application have at least one of the following technical effects:

[0062] By adaptively adopting different yaw control strategies for different road surface conditions, and using different actuators at the same speed and yaw rate, the rear wheels actively steer to control yaw when moving from a high-adhesion road surface to a low-adhesion road surface, and the front wheels differentially drive to control yaw when moving from a low-adhesion road surface to a high-adhesion road surface. This makes it easy to identify the docking steering control strategy from the vehicle's steering actions on different docking road surfaces, thereby achieving stable vehicle control under docking road surface conditions and improving the safety of the vehicle when driving on docking road surfaces.

[0063] Furthermore, when a vehicle moves from a high-adhesion surface to a low-adhesion surface, the rear wheel steering is directly adjusted mechanically to generate yaw moment, which improves the response speed. When the road surface adhesion changes abruptly, the vehicle can maintain its trajectory according to the driver's intention or a stable path, thus improving driving safety.

[0064] Furthermore, when a vehicle moves from a low-traction surface to a high-traction surface, differential braking of the front wheels provides additional yaw moment for stable control, preventing understeer and loss of control on the connecting surface and improving driving safety.

[0065] Furthermore, by monitoring the actual slip ratio of each wheel and dynamically adjusting the drive torque distribution based on the slip ratio of the wheel with the most severe slippage, priority is given to dealing with the wheel with the most severe slippage. This can prevent overall loss of control caused by local slippage and ensure the stability of the vehicle's trajectory and driving safety.

[0066] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0067] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0068] Figure 1 This is one of the flowcharts illustrating the vehicle control method provided in the embodiments of this application;

[0069] Figure 2 This is a second schematic flowchart of the vehicle control method provided in the embodiments of this application;

[0070] Figure 3 This is the third flowchart illustrating the vehicle control method provided in the embodiments of this application;

[0071] Figure 4 This is one of the schematic diagrams illustrating the principle of the vehicle control method provided in the embodiments of this application;

[0072] Figure 5 This is a second schematic diagram illustrating the principle of the vehicle control method provided in the embodiments of this application;

[0073] Figure 6 This is the third schematic diagram illustrating the principle of the vehicle control method provided in the embodiments of this application;

[0074] Figure 7 This is the fourth schematic diagram illustrating the principle of the vehicle control method provided in the embodiments of this application;

[0075] Figure 8 This is the fifth schematic diagram of the vehicle control method provided in the embodiments of this application;

[0076] Figure 9 This is a schematic diagram of the structure of the vehicle control device provided in the embodiments of this application;

[0077] Figure 10 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application.

[0078] Figure label:

[0079] First processing module 910; second processing module 920; electronic device 1000; processor 1001; memory 1002. Detailed Implementation

[0080] The technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application are within the scope of protection of this application.

[0081] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0082] The vehicle control method, vehicle control device, electronic device, and readable storage medium provided in this application will be described in detail below with reference to the accompanying drawings and through specific embodiments and application scenarios.

[0083] The vehicle control method can be applied to the terminal, and can be executed by the hardware or software in the terminal.

[0084] The terminal includes, but is not limited to, portable communication devices such as mobile phones or tablets with touch-sensitive surfaces (e.g., touchscreen displays and / or touchpads). It should also be understood that, in some embodiments, the terminal may not be a portable communication device, but rather a desktop computer with touch-sensitive surfaces (e.g., touchscreen displays and / or touchpads).

[0085] The following embodiments describe a terminal including a display and a touch-sensitive surface. However, it should be understood that the terminal may include one or more other physical user interface devices such as a physical keyboard, mouse, and joystick.

[0086] The vehicle control method provided in this application embodiment can be executed by an electronic device or a functional module or entity in an electronic device that can implement the vehicle control method. The electronic devices mentioned in this application embodiment include, but are not limited to, mobile phones, tablets, computers, cameras, and wearable devices. The vehicle control method provided in this application embodiment will be described below using an electronic device as the execution subject.

[0087] like Figure 1 As shown, the vehicle control method includes steps 110 and 120.

[0088] Step 110: Obtain multiple road surface adhesion coefficients corresponding to the vehicle's driving process;

[0089] In this step, the road surface adhesion coefficient is a parameter that measures the friction between the tire and the road surface. The road surface adhesion coefficient directly affects the vehicle's traction, braking force, and handling stability.

[0090] A pre-aiming module can be installed on the vehicle. The pre-aiming module can include a camera and a road surface adhesion coefficient estimator. The camera can capture images of the road surface on which the vehicle is traveling to identify the road surface type. Then, based on the road surface adhesion coefficient estimator, the road surface adhesion coefficient is estimated by looking up a table according to the road surface type.

[0091] During vehicle operation, images of the road surface ahead can be captured at different times to obtain the road surface adhesion coefficient corresponding to different capture times.

[0092] Step 120: Based on multiple road surface adhesion coefficients, determine that the vehicle is on the contact road surface, and then perform yaw control on the vehicle.

[0093] In this step, if the difference between the road surface adhesion coefficient of the front wheels and the road surface adhesion coefficient of the rear wheels is greater than a preset threshold, it can be determined that the vehicle is on the docking road surface.

[0094] The preset threshold can be customized by the user. For example, the preset threshold can be set to 0.4 or 0.5, or it can be other values. This application does not limit this.

[0095] For example, if the front wheels of a vehicle are on a low-traction surface and the rear wheels are on a high-traction surface (i.e., the vehicle is moving from a high-traction surface to a low-traction surface), or if the front wheels of a vehicle are on a high-traction surface and the rear wheels are on a low-traction surface (i.e., the vehicle is moving from a low-traction surface to a high-traction surface), it can be determined that the vehicle is on a connecting surface.

[0096] Once it is determined that the vehicle is on the connecting road surface, yaw control can be applied to prevent the vehicle body from yawing significantly, thereby improving the safety and stability of the vehicle when driving on the connecting road surface.

[0097] Among them, such as Figure 2 and Figure 3 As shown, yaw control of the vehicle may include steps 210 and 310.

[0098] In actual execution, when controlling the yaw of the vehicle, either step 210 or step 310 can be selected for execution, or steps 210 and 310 can be selected for execution. The appropriate strategy can be automatically selected based on the vehicle's driving conditions on the road.

[0099] Step 210: When the vehicle moves from a high-friction surface to a low-friction surface, control the rear wheels of the vehicle to control the vehicle's movement in active steering mode.

[0100] In this step, high-adhesion pavement is pavement with high friction between tire and pavement, and the adhesion coefficient is usually high (the adhesion coefficient can be greater than or equal to 0.6, such as the adhesion coefficient of dry pavement can be 0.8-1.0), such as dry asphalt pavement, concrete pavement and hard soil pavement.

[0101] Low-adhesion road surfaces are those with low friction between the tires and the road surface, and the coefficient of adhesion is usually low (generally less than 0.6, such as wet or icy roads where the coefficient of adhesion can be 0.1-0.4), such as rainy roads, waterlogged roads, and roads covered with ice and snow.

[0102] When a vehicle moves from a high-friction surface to a low-friction surface, the front wheels are on the low-friction surface and the rear wheels are on the high-friction surface. For example, when a vehicle moves from a dry asphalt surface to an icy or snowy 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 coefficient of friction, causing the vehicle to tend to oversteer.

[0103] In active steering mode, the yaw moment opposite to that of the front wheels can be actively generated by changing the slip angle of the rear wheels to counteract the instability caused by insufficient lateral force of the front wheels.

[0104] Rear wheel active steering can achieve higher additional yaw moment with less impact on ride comfort. When the vehicle passes through a road surface with a high coefficient of friction and a low coefficient of friction, the rear wheels are on the high-friction surface and have higher tire grip. By using rear wheel steering to control yaw, the vehicle can be kept stable.

[0105] Step 310: When the vehicle moves from a low-traction surface to a high-traction surface, control the front wheels of the vehicle to control the vehicle's movement using differential braking mode.

[0106] In this step, when the vehicle enters the connecting surface and moves from a low-traction surface to a high-traction surface, such as when the vehicle moves from an icy or snowy surface to a dry asphalt surface, the front wheels of the vehicle are on the high-traction surface and the rear wheels are on the low-traction surface.

[0107] On low-traction surfaces, the lateral and longitudinal forces on the tires are reduced, and rear wheel steering may cause the tires to exceed their friction limits and lose control.

[0108] When a vehicle passes over a road surface with a low coefficient of friction and a high coefficient of friction, the rear wheels are on the low-friction surface. Excessive turning angle of the rear wheels may cause the tires to slip, resulting in vehicle instability. Under such conditions, differential braking can be used on the front wheels to provide additional yaw moment for vehicle stabilization.

[0109] According to the vehicle control method provided in the embodiments of this application, different yaw control strategies are adopted adaptively for the working conditions of the docking road surface. 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 actively steer 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 differentially drive to control the yaw. It is easy to identify the docking steering control strategy from the vehicle's different docking road surface steering actions, thereby realizing stable vehicle control under docking road surface conditions and improving the safety of the vehicle when driving on the docking road surface.

[0110] In some embodiments, controlling the rear wheels of the vehicle in an active steering mode to control vehicle movement may include:

[0111] Obtain the first difference between the vehicle's reference yaw rate and the actual yaw rate;

[0112] The rotation angle of the rear wheel is calculated based on the first difference.

[0113] Rear wheel steering is controlled by the rotation angle.

[0114] In this embodiment, the actual yaw rate of the vehicle is the angular velocity of the vehicle rotating around its vertical axis (perpendicular to the ground), which can be measured in real time based on onboard sensors (such as inertial measurement units or gyroscopes). The actual yaw rate reflects the current steering characteristics of the vehicle.

[0115] The reference yaw rate is the desired yaw rate of the vehicle, which can be calculated using the vehicle's dynamics model based on parameters such as steering wheel angle and vehicle speed. Alternatively, it can be a stable yaw rate preset by the control system under extreme conditions (such as sudden changes in road adhesion).

[0116] The first difference is used to quantify the deviation between the vehicle's current yaw state and the desired state. When the first difference is greater than 0, it means that the actual yaw is slower than expected, such as when the front wheels slip and cause understeer. When the first difference is less than 0, the actual yaw is faster than expected, such as when the rear wheels sideslip and cause oversteer.

[0117] In actual operation, the vehicle's actual yaw rate can be collected using a data acquisition module inside the vehicle. .

[0118] The reference yaw rate for vehicle steering can be obtained using an estimator. :

[0119]

[0120]

[0121] in, This refers to the longitudinal speed of the vehicle. The steering angle of the front wheels; This refers to the wheelbase; For vehicle quality; , These are the distances from the front and rear axles to the center of mass, respectively. and For the front and rear axle lateral stiffness, For reference yaw rate.

[0122] Then, the difference between the reference yaw rate and the actual yaw rate can be calculated: ,in, The first difference, For reference yaw rate, This represents the actual yaw rate.

[0123] Converting the first difference into the steering angle that the rear wheels need to adjust can offset the yaw moment of the deviation.

[0124] The 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 fuzzy control.

[0125] 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.

[0126] The steering angle of the rear wheels can be adjusted by the actuator to actually generate a torque to counteract yaw deviation and maintain vehicle stability.

[0127] The actuator can be a rear-wheel active steering system, which may include an electric power steering motor, steering tie rods, and sensors, and can adjust the steering angle of the rear wheels in real time according to the rotation angle.

[0128] In actual implementation, such as Figure 5 As shown, a fuzzy logic controller can be used. Based on real vehicle test data, fuzzy rules are specified, and the P value (proportional) and I value (integral) in the PID controller are output in real time. The PID controller is adjusted according to the P value and I value so that the performance of the PID controller can meet the user's needs.

[0129] 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 rotation angle, active rear wheel steering angle control can be performed.

[0130] According to the vehicle control method provided in the embodiments of this application, when the vehicle moves from a high-adhesion road surface to a low-adhesion road surface, the steering of the rear wheels is directly adjusted mechanically to generate a yaw moment, which improves the response speed. When the road surface adhesion changes abruptly, the vehicle can maintain driving according to the driver's intention or a stable trajectory, thereby improving driving safety.

[0131] In some embodiments, controlling the vehicle's front wheels to control vehicle movement in a differential braking mode may include:

[0132] Obtain the second difference between the vehicle's reference yaw rate and the actual yaw rate;

[0133] The additional yaw moment is calculated based on the second difference.

[0134] The braking torque corresponding to each wheel of the vehicle is calculated based on the additional yaw moment.

[0135] The braking of each wheel is controlled based on the braking torque.

[0136] In this embodiment, in differential braking mode, different braking torques can be applied to each wheel to generate yaw torque by utilizing the difference in braking force.

[0137] The additional yaw moment can be calculated based on the second difference using a PID controller, a linear quadratic regulator, or fuzzy control.

[0138] Additional yaw moment can be distributed to each wheel, and the required yaw moment can be generated through differential braking.

[0139] For example, additional yaw torque can be input to the actuator (such as the braking system), and the braking system can automatically distribute the braking torque to the four wheels according to the required additional yaw torque.

[0140] The additional yaw moment is the amount of control required to address unexpected yaw of vehicles on the docking road surface.

[0141] In actual implementation, such as Figure 7 As shown, a fuzzy logic controller can be used. Based on real vehicle test data, fuzzy rules are specified, and the P value (proportional) and I value (integral) in the PID controller are output in real time. The PID controller is adjusted according to the P value and I value so that the performance of the PID controller can meet the user's needs.

[0142] The PID controller can calculate the additional yaw torque based on the second difference between the reference yaw rate and the actual yaw rate. .

[0143] like Figure 4 As shown, the additional yaw moment can be... The data is transmitted to the braking torque distributor, which outputs the braking torque for each wheel: the braking torque of the left front wheel. Right front wheel braking torque Left rear wheel braking force Right rear wheel braking torque .

[0144] According to the vehicle control method provided in the embodiments of this application, when a vehicle moves from a low-friction surface to a high-friction surface, differential braking is used on the front wheels to provide additional yaw moment for stable control, thereby avoiding understeer and loss of control on the connecting surface and improving driving safety.

[0145] In some embodiments, the vehicle control method may further include:

[0146] Obtain the actual slip ratio of each wheel of the vehicle;

[0147] When a vehicle is determined to enter a second road surface from a first road surface based on multiple road surface adhesion coefficients, the vehicle is driven with anti-skid control based on the actual slip ratio of the wheels on the target road surface between the first and second road surfaces.

[0148] In this embodiment, the slip ratio is a quantitative indicator of the degree of wheel slippage, reflecting the motion state of the wheel.

[0149] When the slip ratio is low, the friction between the tire and the road surface is high.

[0150] It can acquire the slip ratio of each wheel in real time to identify differences in local road surface adhesion.

[0151] The road surface adhesion coefficients of the first road surface and the second road surface are different. If the road surface adhesion coefficient of the first road surface is greater than that of the second road surface, it can be determined that the vehicle has moved from the high-adhesion road surface to the low-adhesion road surface. If the road surface adhesion coefficient of the first road surface is less than that of the second road surface, it can be determined that the vehicle has moved from the low-adhesion road surface to the high-adhesion road surface.

[0152] The target road surface is the road surface with the lowest road surface adhesion coefficient between the first road surface and the second road surface. For example, if the road surface adhesion coefficient of the first road surface is greater than that of the second road surface, the target road surface is the second road surface (i.e., the low-adhesion road surface); if the road surface adhesion coefficient of the first road surface is less than that of the second road surface, the target road surface is the first road surface (i.e., the low-adhesion road surface).

[0153] It can perform anti-skid control on the vehicle based on the actual slip ratio of the wheels on the target road surface.

[0154] By adjusting the driving force or applying brakes, the wheel slip ratio on the target road surface can be controlled within the optimal range (e.g., 10%~20%).

[0155] For example, if it is determined that the vehicle is moving from a high-traction surface to a low-traction surface, the rear wheels of the vehicle are on the high-traction surface and are less likely to slip. Therefore, anti-slip control can be applied to the front wheels that are on the low-traction surface.

[0156] When it is determined that the vehicle has moved from a low-traction surface to a high-traction surface, and the rear wheels are on the low-traction surface, longitudinal anti-skid control can be applied to the rear wheels.

[0157] In actual implementation, a data acquisition module can be installed in the vehicle. The data acquisition module may include on-board sensors and vehicle size data storage devices to acquire vehicle status data.

[0158] The system can collect data on wheel inertia, angular velocity, driving torque, radius, and vehicle mass using data acquisition modules within the vehicle.

[0159] An estimator can be used to analyze the data transmitted by the acquisition module to estimate the actual slip ratio of the current tire.

[0160]

[0161] in, This represents the actual slip ratio corresponding to wheel i. Let i be the angular velocity corresponding to wheel i. Let i be the moment of inertia of wheel i. Let i be the driving torque of wheel i. Let i be the radius of wheel i. For vehicle quality.

[0162] In some embodiments, driving anti-skid control of the vehicle based on the actual slip ratio corresponding to the wheel on the target surface in the first road surface and the second road surface may include:

[0163] Obtain the third difference between the reference slip ratio and the actual slip ratio for each wheel on the target road surface;

[0164] The driving torque distribution vector is calculated based on the maximum value among all the third differences;

[0165] Based on the driving torque distribution vector, the vehicle is subjected to driving anti-slip control.

[0166] In this embodiment, the reference slip ratio is the optimal slip ratio range where the friction between the tire and the road surface is greatest (e.g., it can be 10% to 20%).

[0167] The third difference is used to quantify the deviation of the vehicle's slip state from its optimal state.

[0168] In actual implementation, the reference slip ratio can be obtained by referring to a table based on the road surface adhesion rate and tire model. Then, based on the reference slip ratio and the actual slip ratio, the third difference for each wheel is calculated. ,in, For the left front wheel, This is the index for the right front wheel. For the left rear wheel, This is the index for the right rear wheel.

[0169] For example, when a vehicle moves from a high-friction surface to a low-friction surface, the front wheels are on the low-friction surface and are more prone to slipping. The third difference between the left and right front wheels can be obtained, and the maximum value of the two third differences can be obtained, which is the wheel with the most severe slippage.

[0170] It can prioritize the wheels that slip the most, suppressing slippage and maintaining overall traction by adjusting the distribution of driving torque.

[0171] The driving torque distribution vector is used to dynamically adjust the driving torque of each wheel according to the vehicle status and road conditions, so as to distribute more torque to the wheels with good traction. For example, when the vehicle moves from a high-traction road surface to a low-traction road surface, it can suppress the torque of the slipping wheel (the front wheel on the low-traction road surface) and distribute more torque to the rear wheel on the high-traction road surface, thus avoiding loss of vehicle control and preventing the slipping wheel from wasting power.

[0172] In some embodiments, driving anti-slip control of the vehicle based on the driving torque distribution vector may include:

[0173] Based on the driving torque allocation vector, the driving torque corresponding to each wheel of the vehicle is obtained;

[0174] The movement of each wheel is controlled based on the driving torque.

[0175] In this embodiment, slip ratio control can be achieved by adjusting the driving torque of each wheel through the actuator.

[0176] For example, the driving torque distribution vector can be input into the driving torque distributor to output the driving torque corresponding to each wheel based on the driving torque distribution vector.

[0177] In actual operation, when a vehicle moves from a high-friction surface to a low-friction surface, the front wheels are on the low-friction surface and are more prone to slipping. Therefore, the third difference corresponding to the left front wheel can be obtained. And the third difference corresponding to the right front wheel. ,exist In this case, it can be targeted Fuzzy PID is used to distribute the total driving torque of the front and rear wheels for drive anti-slip control.

[0178] like Figure 6 As shown, a fuzzy logic controller can be used, which formulates fuzzy rules based on real vehicle test data and outputs the P value in the PID controller in real time. The PID controller can then... The driving torque distribution vector can be obtained directly by calculation.

[0179] exist In this case, it can be targeted Fuzzy PID is used to distribute the total driving torque of the front and rear wheels for drive anti-slip control.

[0180] When a vehicle moves from a low-traction surface to a high-traction surface, the rear wheels are on the low-traction surface and are more prone to slipping. Therefore, 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, it can be targeted Fuzzy PID control is used to distribute the total driving torque between the front and rear wheels for anti-slip control; In this case, it can be targeted Fuzzy PID is used to distribute the total driving torque of the front and rear wheels for anti-slip control.

[0181] 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: left front wheel driving torque. Right front wheel drive torque Left rear wheel drive torque and right rear wheel drive torque .

[0182] In some embodiments, driving anti-skid control of the vehicle based on the actual slip ratio corresponding to the wheel on the target surface in the first road surface and the second road surface may include:

[0183] Based on the actual slip ratio, each wheel of the vehicle is controlled accordingly to reduce the driving torque of the wheel on the target road surface and increase the driving torque of the wheel on the other roads in the first and second road surfaces, excluding the target road surface.

[0184] In this embodiment, each wheel of the vehicle can be controlled separately based on the actual slip ratio of the wheel on the target road surface. For example, the driving torque of each wheel can be calculated based on the actual slip ratio of the wheel on the target road surface, and then the movement of each wheel can be controlled based on the driving torque of each wheel.

[0185] By controlling each wheel according to its actual slip ratio on the target road surface, the driving torque of the wheel on the target road surface (low-adhesion road surface) can be reduced, and the slip ratio of the wheel on the target road surface can be brought back to the optimal range. This can effectively prevent the wheel from slipping on the target road surface and causing the vehicle to lose control.

[0186] By increasing the driving torque of the wheels on other surfaces (high-adhesion surfaces), the adhesion of the wheels on other surfaces can be fully utilized to compensate for the reduced driving force on the target surface, thus maintaining the overall driving force balance.

[0187] Having obtained the third difference between the reference slip ratio and the actual slip ratio of each wheel on the target road surface, when distributing the total driving torque between the front and rear wheels, the driving torque of the wheel with the larger third difference (i.e., the slipping wheel) can be reduced while the driving torque of the wheel that is not slipping can be increased, provided that the total driving torque of the front and rear wheels remains unchanged.

[0188] In this application, as Figure 8 As shown, the vehicle control method provided in this application embodiment can adopt different control strategies according to the type of road surface. The current control strategy can be determined by observing the front and rear wheel movements when passing through a high-adhesion road surface and a low-adhesion road surface at the same speed and the same yaw rate.

[0189] By implementing anti-skid control for wheels on low-traction surfaces and yaw control for wheels on high-traction surfaces, the vehicle's stability in multiple dimensions, including longitudinal and yaw, can be controlled in a coordinated manner, thereby improving the vehicle's driving safety on connecting surfaces.

[0190] In some embodiments, feedforward control can be used instead of fuzzy PID feedback control to calculate the torque distribution ratio between the front and rear wheels. This method can be selected based on different vehicle models and is not limited in this application.

[0191] According to the vehicle control method provided in the embodiments of this application, by monitoring the actual slip ratio of each wheel and dynamically adjusting the drive torque distribution according to the slip ratio of the wheel with the most severe slippage, the wheel with the most severe slippage is given priority in handling, which can avoid overall loss of control caused by local slippage and ensure the stability of the vehicle's driving trajectory and driving safety.

[0192] In some embodiments, after step 110, the method may further include:

[0193] Based on multiple road surface adhesion coefficients, and given that the vehicle is about to enter the connecting road surface, the target distance between the vehicle and the connecting road surface is obtained.

[0194] Based on the target distance and the vehicle's speed, determine whether the vehicle has entered the docking surface.

[0195] In this embodiment, a radar can be installed on the vehicle. The radar can sense changes in road surface material through differences in reflected waves to obtain the road surface adhesion coefficient.

[0196] Based on the differences between multiple road surface adhesion coefficients, it is possible to identify whether there is a connecting road surface in front of the vehicle.

[0197] Connecting surfaces refer to scenarios where two surfaces with different adhesion coefficients are directly connected, such as from a high-adhesion surface to a low-adhesion surface, or from a low-adhesion surface to a high-adhesion surface.

[0198] The target distance is the straight-line distance (or the distance traveled along the lane line) from the vehicle's current position to the starting point of the connecting road surface (the junction of the two road surfaces).

[0199] The time it takes for a 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 surface adhesion.

[0200] In some embodiments, determining that a vehicle is about to enter the connecting road surface based on multiple road surface adhesion coefficients may include:

[0201] Obtain the first road surface adhesion coefficient at the historical data collection time, and the second road surface adhesion coefficient at the current data collection time;

[0202] If the difference between the first road surface adhesion coefficient and the second road surface adhesion coefficient is greater than the difference threshold, it is determined that the vehicle is about to enter the docking road surface.

[0203] In this embodiment, the road surface adhesion coefficient can be obtained directly through a special sensor (such as an optical road surface adhesion coefficient sensor), or the road surface adhesion coefficient can be estimated based on an image sensor and a road surface adhesion coefficient estimator, or the road surface adhesion coefficient can be obtained through other means. The choice can be made based on user needs, and this application does not limit it.

[0204] The historical data collection time can be the moment when the vehicle last traveled stably, such as t1=0s; the current data collection time can be the moment after the vehicle has traveled a certain distance or time, such as t2=0.5s.

[0205] By comparing the first road surface adhesion coefficient at the historical data collection time with the second road surface adhesion coefficient at the current data collection time, it is possible to identify whether the road surface adhesion has changed significantly in a short period of time (such as when the vehicle is about to enter the connecting road surface).

[0206] By quantifying the differences in road surface adhesion coefficients between adjacent time points, abrupt changes in road surface adhesion can be identified.

[0207] The degree of difference can be the absolute difference or the relative difference between the first road surface adhesion coefficient and the second road surface adhesion coefficient.

[0208] A threshold value for difference can be preset. When the difference is greater than the threshold value, it can be determined that the vehicle is about to enter the docking road surface.

[0209] In actual implementation, the first road surface adhesion coefficient can be obtained at the historical data collection time. And obtain the second road surface adhesion coefficient at the current data collection time. ,exist ,and In the case of (where, Using a difference threshold, it can be determined that the vehicle is about to enter the docking surface, and then the target distance can be monitored.

[0210] According to the vehicle control method provided in the embodiments of this application, by obtaining the first road surface adhesion coefficient and the second road surface adhesion coefficient corresponding to the road surface on which the vehicle is driving, the difference between the two obtained road surface adhesion coefficients can be used to determine whether the vehicle is about to enter the docking road surface, which can provide a decision basis for subsequent stability control and improve the safety of the vehicle in docking road surface scenarios.

[0211] In some embodiments, after step 110, the method may further include:

[0212] Obtain the first road surface adhesion coefficient at the historical data collection time, and the second road surface adhesion coefficient at the current data collection time;

[0213] If the first road surface adhesion coefficient is greater than the second road surface adhesion coefficient, it is determined that the vehicle is about to move from the high-adhesion road surface to the low-adhesion road surface.

[0214] If the coefficient of adhesion of the first road surface is less than the coefficient of adhesion of the second road surface, it is determined that the vehicle is about to move from the low-adhesion road surface to the high-adhesion road surface.

[0215] In this embodiment, the current acquisition time is the acquisition time after the historical acquisition time.

[0216] A pre-aiming 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 by looking up a table based on the road surface type. Second road surface adhesion coefficient The first road surface adhesion coefficient is the road surface adhesion coefficient obtained by the pre-aiming module for the first time, and the second road surface adhesion coefficient is the road surface adhesion coefficient obtained by the pre-aiming module for the second time.

[0217] exist In this case, it can be determined that the vehicle is about to move from a high-adhesion surface to a low-adhesion surface.

[0218] exist In this case, it can be determined that the vehicle is about to move from a low-adhesion surface to a high-adhesion surface.

[0219] In some embodiments, determining whether a vehicle has entered the connecting road surface based on the target distance and the vehicle's speed may include:

[0220] Based on the target distance and driving speed, the target time required for the vehicle to enter the connecting road surface is calculated;

[0221] After the target time has elapsed, the vehicle is confirmed to have entered the docking surface.

[0222] In this embodiment, the target duration is the time required for the vehicle to travel from its current location to the docking surface, which can be determined based on the ratio between the target distance and the driving speed.

[0223] If the vehicle accelerates or decelerates while driving toward the connecting road surface, the driving speed will change. The latest target duration can be calculated based on the latest driving speed and the target distance collected in real time.

[0224] A timed trigger control strategy can be used to ensure that the vehicle is in a stable state when it enters the docking surface.

[0225] When the vehicle travels for 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.

[0226] In some embodiments, after step 110, the method may further include:

[0227] The system acquires the vehicle's actual yaw rate, the actual slip ratio of each wheel, the steering wheel rotation data, and the target distance between the vehicle and the road surface.

[0228] If, based on the target distance, actual yaw rate, and rotation data, the first condition is met, the corresponding yaw control unit of the vehicle is activated; and / or,

[0229] If, based on the target distance and rotation data, the second condition is determined to be met, the corresponding anti-slip control unit of the vehicle is activated; and / or,

[0230] If the third condition is met based on the target distance, actual yaw rate, actual slip ratio, and rotation data, the corresponding yaw control and anti-slip control components of the vehicle are activated.

[0231] In this embodiment, when it is determined that the vehicle is about to enter the docking road surface based on multiple road surface adhesion coefficients, the docking road surface distance signal d can be monitored.

[0232] The difference between the reference slip ratio and the actual slip ratio of each wheel can be calculated based on the actual slip ratio of each wheel. and compare With slip ratio threshold (The numerical value can be determined based on the vehicle model) the size between, for example, in In this case, ;exist In this case, ,in, Used to characterize whether drive anti-slip control is performed, such as in In this case, it indicates that drive anti-slip control is required. In this case, it means that no drive anti-slip control is required.

[0233] The steering wheel rotation data can include the steering wheel angle. Or steering wheel speed .

[0234] You can compare the steering wheel angles. Steering wheel angle threshold The size relationship between them, or comparing steering wheel speeds. Steering wheel angular velocity threshold The relationship between the sizes, including the steering wheel angle threshold. and steering wheel angular velocity threshold The determination can be based on the vehicle model; this application does not impose any restrictions.

[0235] exist or In this case, ;exist or In this case, , Used to characterize whether steering control is performed, such as in In this situation, it indicates that steering control is required. In this case, it means that steering control is not required.

[0236] The difference between the reference yaw rate and the actual yaw rate can be calculated. and compare Threshold for difference between yaw rate and yaw rate The size relationship between them, In this case, ;exist In this case, ,in, The determination can be based on the vehicle model; this application does not impose any restrictions. Used to characterize whether yaw control is needed, for example, in In this case, it indicates that yaw control is required. In this case, it means that yaw control is not required.

[0237] In some embodiments, the first condition includes a target distance greater than 0, a difference between the reference yaw rate and the actual yaw rate of the vehicle greater than a yaw rate difference threshold, and rotation data greater than a rotation data threshold.

[0238] The second condition includes a target distance greater than 0 and rotation data greater than a rotation data threshold;

[0239] The third condition includes a target distance greater than 0, a difference between the vehicle's reference slip ratio and actual slip ratio greater than a slip ratio threshold, a difference between the vehicle's reference yaw rate and actual yaw rate greater than a yaw rate difference threshold, and rotation data greater than a rotation data threshold.

[0240] In this embodiment, when determining , 1 and If the first condition is met, the yaw control section in the control module can be activated.

[0241] In determining and If condition 1 (i.e., the second condition is met) is met, the anti-slip control part in the control module can be activated;

[0242] In determining , , 1 and If the third condition is met, the entire control module can be started.

[0243] If it is determined that the first, second, and third conditions are not met, no operation is performed.

[0244] According to the vehicle control method provided in the embodiments of this application, by collecting the actual yaw rate, the actual slip ratio of each wheel, the steering wheel rotation data, and the target distance between the vehicle and the docking road surface, it is determined whether it is necessary to control the corresponding control part to be activated. If it is determined that the corresponding part needs to be activated, the corresponding controller is activated in advance to ensure that the vehicle can be stably controlled when entering the docking road surface, thus ensuring the stable driving of the vehicle.

[0245] The control device for the vehicle provided in this application is described below. The control device for the vehicle described below can be referred to in correspondence with the control method for the vehicle described above.

[0246] The vehicle control method provided in this application can be executed by a vehicle control device. This application uses the example of a vehicle control device executing the vehicle control method to illustrate the vehicle control device provided in this application.

[0247] This application also provides a vehicle control device.

[0248] like Figure 9 As shown, the vehicle's control device includes: a first processing module 910 and a second processing module 920.

[0249] The first processing module 910 is used to obtain multiple road surface adhesion coefficients corresponding to the vehicle's driving process.

[0250] The second processing module 920 is used to perform yaw control on the vehicle when it is determined that the vehicle is on the docking road surface based on multiple road surface adhesion coefficients; wherein, the vehicle is on the docking road surface when the difference between the road surface adhesion coefficient of the road surface where the front wheels of the vehicle are located and the road surface adhesion coefficient of the road surface where the rear wheels are located is greater than a preset threshold.

[0251] The second processing module 920 is also used to control the rear wheels of the vehicle in an active steering mode when the vehicle moves from a high-friction surface to a low-friction surface; and / or,

[0252] When a vehicle moves from a low-traction surface to a high-traction surface, the front wheels of the vehicle are controlled to control the vehicle's movement using differential braking mode.

[0253] According to the vehicle control device provided in the embodiments of this application, different yaw control strategies are adopted adaptively for the working conditions of the docking road surface. 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 actively steer 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 differentially drive to control the yaw. It is easy to identify the docking steering control strategy from the vehicle's different docking road surface steering actions, thereby realizing stable vehicle control under docking road surface conditions and improving the safety of the vehicle when driving on the docking road surface.

[0254] In some embodiments, the second processing module 920 may also be used for:

[0255] Obtain the first difference between the vehicle's reference yaw rate and the actual yaw rate;

[0256] The rotation angle of the rear wheel is calculated based on the first difference.

[0257] Rear wheel steering is controlled by the rotation angle.

[0258] In some embodiments, the second processing module 920 may also be used for:

[0259] Obtain the second difference between the vehicle's reference yaw rate and the actual yaw rate;

[0260] The additional yaw moment is calculated based on the second difference.

[0261] The braking torque corresponding to each wheel of the vehicle is calculated based on the additional yaw moment.

[0262] The braking of each wheel is controlled based on the braking torque.

[0263] In some embodiments, the vehicle control unit may further include a third processing module for:

[0264] Obtain the actual slip ratio of each wheel of the vehicle;

[0265] When a vehicle is determined to enter a second road surface from a first road surface based on multiple road surface adhesion coefficients, the vehicle is driven by anti-skid control based on the actual slip ratio of the wheels on the target road surface between the first and second road surfaces. The road surface adhesion coefficients corresponding to the first road surface and the second road surface are different, and the target road surface is the road surface with the smallest road surface adhesion coefficient.

[0266] In some embodiments, the third processing module may also be used for:

[0267] Obtain the third difference between the reference slip ratio and the actual slip ratio for each wheel on the target road surface;

[0268] The driving torque distribution vector is calculated based on the maximum value among all the third differences;

[0269] Based on the driving torque distribution vector, the vehicle is subjected to driving anti-slip control.

[0270] In some embodiments, the third processing module may also be used for:

[0271] Based on the driving torque allocation vector, the driving torque corresponding to each wheel of the vehicle is obtained;

[0272] The movement of each wheel is controlled based on the driving torque.

[0273] In some embodiments, the vehicle control device may further include a fourth processing module, which is used to acquire, after acquiring multiple road surface adhesion coefficients corresponding to the vehicle driving process, the actual yaw rate of the vehicle, the actual slip ratio of each wheel of the vehicle, the rotation data of the vehicle's steering wheel, and the target distance between the vehicle and the road surface.

[0274] If, based on the target distance, actual yaw rate, and rotation data, the first condition is met, the corresponding yaw control unit of the vehicle is activated; and / or,

[0275] If, based on the target distance and rotation data, the second condition is determined to be met, the corresponding anti-slip control unit of the vehicle is activated; and / or,

[0276] If the third condition is met based on the target distance, actual yaw rate, actual slip ratio, and rotation data, the corresponding yaw control and anti-slip control components of the vehicle are activated.

[0277] In some embodiments, the vehicle control device may further include a fifth processing module, configured to make the first condition include a target distance greater than 0, a difference between the reference yaw rate and the actual yaw rate corresponding to the vehicle greater than a yaw rate difference threshold, and rotation data greater than a rotation data threshold.

[0278] The second condition includes a target distance greater than 0 and rotation data greater than a rotation data threshold;

[0279] The third condition includes a target distance greater than 0, a difference between the vehicle's reference slip ratio and actual slip ratio greater than a slip ratio threshold, a difference between the vehicle's reference yaw rate and actual yaw rate greater than a yaw rate difference threshold, and rotation data greater than a rotation data threshold.

[0280] In some embodiments, the vehicle control device may further include a sixth processing module, which is used to obtain the target distance between the vehicle and the connecting road surface after obtaining multiple road surface adhesion coefficients corresponding to the vehicle driving process, and when it is determined that the vehicle is about to enter the connecting road surface based on the multiple road surface adhesion coefficients.

[0281] Based on the target distance and the vehicle's speed, determine whether the vehicle has entered the docking surface.

[0282] In some embodiments, the sixth processing module can also be used for:

[0283] Obtain the first road surface adhesion coefficient at the historical data collection time, and the second road surface adhesion coefficient at the current data collection time;

[0284] If the difference between the first road surface adhesion coefficient and the second road surface adhesion coefficient is greater than the difference threshold, it is determined that the vehicle is about to enter the docking road surface.

[0285] In some embodiments, the sixth processing module can also be used for:

[0286] Based on the target distance and driving speed, the target time required for the vehicle to enter the connecting road surface is calculated;

[0287] After the target time has elapsed, the vehicle is confirmed to have entered the docking surface.

[0288] In some embodiments, the vehicle control device may further include a seventh processing module, which is used to obtain a first road surface adhesion coefficient obtained at a historical acquisition time and a second road surface adhesion coefficient obtained at the current acquisition time after acquiring multiple road surface adhesion coefficients corresponding to the vehicle driving process.

[0289] If the first road surface adhesion coefficient is greater than the second road surface adhesion coefficient, it is determined that the vehicle is about to move from the high-adhesion road surface to the low-adhesion road surface.

[0290] If the coefficient of adhesion of the first road surface is less than the coefficient of adhesion of the second road surface, it is determined that the vehicle is about to move from the low-adhesion road surface to the high-adhesion road surface.

[0291] The vehicle control device in this application embodiment can be an electronic device or a component within an electronic device, such as an integrated circuit or a chip. The electronic device can be a terminal or other devices besides a terminal. For example, the electronic device can be a mobile phone, tablet computer, laptop computer, PDA, in-vehicle electronic device, mobile internet device (MID), augmented reality (AR) / virtual reality (VR) device, robot, wearable device, ultra-mobile personal computer (UMPC), netbook, or personal digital assistant (PDA), etc. It can also be a server, network attached storage (NAS), personal computer (PC), television (TV), ATM, or self-service machine, etc. This application embodiment does not specifically limit the scope of the device.

[0292] The vehicle control device in this application embodiment can be a device with an operating system. This operating system can be Android, iOS, or other possible operating systems; this application embodiment does not specifically limit the specific operating system used.

[0293] The vehicle control device provided in this application embodiment can achieve... Figures 1 to 8 The various processes implemented in the method implementation examples will not be described again here to avoid repetition.

[0294] In some embodiments, this application also provides a vehicle, including: a pre-aiming module, a plurality of wheels, and a controller.

[0295] In this embodiment, the aiming module can be used to obtain multiple road surface adhesion coefficients corresponding to the vehicle's driving process.

[0296] Multiple wheels can include front wheels and rear wheels.

[0297] The controller can be connected to the aiming module and each wheel respectively, and is used to control the wheel movement based on the vehicle control method described in any of the above embodiments.

[0298] The vehicle provided in the embodiments of this application adopts different yaw control strategies adaptively for the working conditions of the docking road surface. Different actuators are used at 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 actively steer 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 differentially drive to control the yaw. It is easy to identify the docking steering control strategy from the vehicle's different docking road surface steering actions, thereby realizing stable vehicle control under docking road surface conditions and improving the safety of the vehicle when driving on the docking road surface.

[0299] In some embodiments, the controller may include a processing and arbitration module, as well as a control module.

[0300] In some embodiments, the vehicle may include a data acquisition module, an active rear wheel device, a braking device, and a drive device.

[0301] In this embodiment, the acquisition module may include onboard sensors and a vehicle size data storage device to obtain vehicle status data, including: actual yaw rate. Total driving torque Left front wheel drive torque Right front wheel drive torque Left rear wheel drive torque Right rear wheel drive torque Left front wheel speed Right front wheel speed Left rear wheel speed Right rear wheel speed longitudinal speed of vehicles angular velocity of the left front wheel Right front wheel angular velocity angular velocity of the left rear wheel Right rear wheel angular velocity Overall vehicle quality Steering wheel angle and steering wheel speed .

[0302] The processing and arbitration module can determine whether the vehicle is about to enter the docking surface and the target distance between the vehicle and the docking surface based on the road adhesion coefficient sent by the aiming module at different times. Then, it can estimate the current actual slip ratio of the wheels and calculate the difference between the wheel reference slip ratio and the actual slip ratio. Then, it can calculate the difference between the reference yaw rate and the actual yaw rate. Finally, it can arbitrate whether steering stability control is needed.

[0303] The control module can perform drive anti-slip control through the proportional distribution of torque between the front and rear wheels, and yaw stability control through rear wheel steering feedback control or differential braking.

[0304] In actual implementation, the vehicle control method provided in this application embodiment can be specifically described in conjunction with the modules and actuators included in the vehicle:

[0305] It can adaptively select control strategies for different types of road surfaces.

[0306] When a vehicle is determined to be moving from a high-traction surface to a low-traction surface, the upper controller can control the rotation angle of the rear wheels, while the lower controller can distribute torque between the front and rear wheels based on the reference slip ratio of the front wheels and perform yaw control based on the rotation angle of the rear wheels.

[0307] When a vehicle is determined to be moving from a low-traction surface to a high-traction surface, the upper controller can control the additional yaw moment, and the lower controller can distribute the torque between the front and rear wheels according to the reference slip ratio of the rear wheels and perform yaw control based on the differential braking of the front wheels.

[0308] During the stabilization process, the vehicle's stabilization status can be monitored in real time, and the control module can be exited once the vehicle has completed stabilization control.

[0309] In this application, a multi-actuator system, including an active rear wheel device, a drive device, and a braking device, is used for integrated vehicle control. For complex steering conditions on intersecting road surfaces, the rear wheel, drive, and braking devices are used in synergy. By selecting actuators for different control objectives, the control dimensions are distributed to different actuators without interference. This allows for accurate decoupling of multi-actuator control, improving the overall vehicle control capability, control dimensions, and comfort.

[0310] In some embodiments, for complex working conditions such as split-type road surfaces, i.e., when the front and rear wheels are on road surfaces with different coefficients of adhesion, and the left and right wheels are also on road surfaces with different coefficients of adhesion, the driving torque distribution of the front and rear wheels and the left and right wheels can be used simultaneously to coordinate driving anti-slip and auxiliary yaw control, further expanding the overall vehicle control capabilities.

[0311] In some embodiments, such as Figure 10As shown, this application embodiment 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, it implements the various processes of the above-described vehicle control method embodiment and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0312] It should be noted that the electronic devices in the embodiments of this application include the mobile electronic devices and non-mobile electronic devices described above.

[0313] On the other hand, this application also provides a computer program product, which includes a computer program stored on a non-transitory computer-readable storage medium. 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-described vehicle control method embodiments and achieve the same technical effect. To avoid repetition, it will not be described again here.

[0314] In another aspect, this application also provides a non-transitory computer-readable storage medium storing a computer program thereon. When the computer program is executed by a processor, it implements the various processes of the above-described vehicle control method embodiments and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0315] In another aspect, this application embodiment provides a chip, which includes a processor and a communication interface. The communication interface is coupled to the processor, and the processor is used to run programs or instructions to implement the various processes of the above-described vehicle control method embodiment, and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0316] It should be understood that the chip mentioned in the embodiments of this application may also be referred to as a system-on-a-chip, system chip, chip system, or system-on-a-chip, etc.

[0317] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0318] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the parts that contribute to the related technology, can be embodied in the form of software products. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0319] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A method for controlling a vehicle, characterized in that, include: Obtain multiple road surface adhesion coefficients corresponding to the vehicle's driving process; When it is determined that the vehicle is on the contact road surface based on the multiple road surface adhesion coefficients, yaw control is performed on the vehicle; Wherein, the vehicle being on the docking surface means that the difference between the road surface adhesion coefficient of the road surface where the front wheels of the vehicle are located and the road surface adhesion coefficient of the road surface where the rear wheels of the vehicle are located is greater than a preset threshold. The yaw control of the vehicle includes: when the vehicle moves from a high-traction surface to a low-traction surface, controlling the rear wheels of the vehicle in an active steering mode to control the vehicle's movement; and / or, When the vehicle moves from a low-traction road surface to a high-traction road surface, the front wheels of the vehicle are controlled to control the vehicle's movement in a differential braking mode. Also includes: With the total driving torque of the front and rear wheels remaining constant, each wheel of the vehicle is controlled according to its actual slip ratio on the target road surface, so as to reduce the driving torque of the wheel on the target road surface and increase the driving torque of the wheel on the first road surface and the second road surface other than the target road surface. The road surface adhesion coefficient of the first road surface is different from that of the second road surface, and the target road surface is the road surface with the smallest road surface adhesion coefficient.

2. The vehicle control method according to claim 1, characterized in that, Controlling the rear wheels of the vehicle in an active steering mode includes: Obtain the first difference between the reference yaw rate and the actual yaw rate of the vehicle; The rotation angle corresponding to the rear wheel is calculated 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, Controlling the vehicle's movement using differential braking mode by controlling the front wheels of the vehicle includes: Obtain the second difference between the reference yaw rate and the actual yaw rate of the vehicle; The additional yaw moment is calculated based on the second difference; The braking torque corresponding to each wheel of the vehicle is calculated based on the additional yaw moment. The braking of each wheel is controlled based on the braking torque described above.

4. The vehicle control method according to any one of claims 1-3, characterized in that, The method further includes: Obtain the actual slip ratio corresponding to each wheel of the vehicle; When the vehicle is determined to be moving from the first road surface to the second road surface based on the multiple road surface adhesion coefficients, the vehicle is driven by anti-skid control based on the actual slip ratio of the wheels on the target road surface in the first road surface and the second road surface.

5. The vehicle control method according to claim 4, characterized in that, The method of performing anti-skid control on the vehicle based on the actual slip ratio of the wheels on the target surface of the first road surface and the second road surface includes: Obtain the third difference between the reference slip ratio and the actual slip ratio for each wheel on the target road surface; The driving torque distribution vector is calculated based on the maximum value among all the third differences mentioned above; Based on the driving torque distribution vector, the vehicle is subjected to driving anti-slip control.

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

7. The vehicle control method according to claim 4, characterized in that, After obtaining the multiple road surface adhesion coefficients corresponding to the vehicle's driving process, the method further includes: The actual yaw rate of the vehicle, the actual slip ratio 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 are obtained. If, based on the target distance, the actual yaw rate, and the rotation data, a first condition is determined to be met, the vehicle is controlled to perform yaw control; and / or, If, based on the target distance and the rotation data, the second condition is determined to be met, the vehicle is controlled to perform anti-slip control; and / or, If the third condition is satisfied based on the target distance, the actual yaw rate, the actual slip ratio, and the rotation data, the vehicle is controlled to perform yaw control and drive anti-slip control.

8. The vehicle control method according to claim 7, characterized in that, 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 the yaw rate difference threshold, and the rotation data being greater than the 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 the target distance being greater than 0, the difference between the reference slip ratio and the actual slip ratio corresponding to the vehicle being greater than the slip ratio threshold, the difference between the reference yaw rate and the actual yaw rate corresponding to the vehicle being greater than the yaw rate difference threshold, and the rotation data being greater than the rotation data threshold.

9. The vehicle control method according to any one of claims 1-3, characterized in that, After obtaining the multiple road surface adhesion coefficients corresponding to the vehicle's driving process, the method further includes: Based on the multiple road surface adhesion coefficients, if it is determined that the vehicle is about to enter the docking road surface, the target distance between the vehicle and the docking road surface is obtained; Based on the target distance and the vehicle's speed, it is determined whether the vehicle has entered the docking road surface.

10. The vehicle control method according to claim 9, characterized in that, The determination of the vehicle's imminent entry into the connecting road surface based on the multiple road surface adhesion coefficients includes: Obtain the first road surface adhesion coefficient at the historical data collection time, and the second road surface adhesion coefficient at the current data collection time; If the difference between the first road surface adhesion coefficient and the second road surface adhesion coefficient is greater than the difference threshold, it is determined that the vehicle is about to enter the docking road surface.

11. The vehicle control method according to claim 9, characterized in that, Determining whether the vehicle has entered the docking road surface based on the target distance and the vehicle's speed includes: Based on the target distance and the driving speed, the target time required for the vehicle to enter the docking road surface is calculated; After the target duration, the vehicle is determined to have entered the docking road surface.

12. The vehicle control method according to any one of claims 1-3, characterized in that, After obtaining the multiple road surface adhesion coefficients corresponding to the vehicle's driving process, the method further includes: Obtain the first road surface adhesion coefficient at the historical data collection time, and the second road surface adhesion coefficient at the current data collection time; If the first road surface adhesion coefficient is greater than the second road surface adhesion coefficient, it is determined that the vehicle is about to move from the high-adhesion road surface to the low-adhesion road surface. If the first road surface adhesion coefficient is less than the second road surface adhesion coefficient, it is determined that the vehicle is about to move from the low-adhesion road surface to the high-adhesion road surface.

13. A vehicle, characterized in that, include: The aiming module is used to obtain multiple road surface adhesion coefficients corresponding to the vehicle's driving process; Multiple wheels, including front wheels and rear wheels; A controller, connected to the pre-aiming module and each of the wheels respectively, is used to control the movement of the wheels based on the vehicle control method as described in any one of claims 1-12.

14. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the vehicle control method as described in any one of claims 1-12.

15. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the vehicle control method as described in any one of claims 1-12.

16. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the vehicle control method as described in any one of claims 1-12.

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