Vehicle control method and device and vehicle

Abstract

The embodiment of the invention provides a vehicle control method and device and a vehicle, and relates to the technical field of steering control and auxiliary driving. The method comprises the steps that in response to the situation that a steer-by-wire system of a vehicle is in a failure state, vehicle real-time driving data and driver operation data are obtained; determining a target driving torque according to the vehicle real-time driving data and the target vehicle speed; driving the vehicle by using the target driving torque so as to control the vehicle to run according to the target vehicle speed; based on the driver operation data, multiple control modes and a braking strategy, the target braking torque is determined, the multiple control modes are constructed according to a feedforward control method and a feedback control method, and the braking strategy is determined according to the tire slip rate of the vehicle; and controlling wheels of the vehicle to execute braking according to the target braking torque. The technical problem that the vehicle is difficult to control effectively due to poor robustness and slow response speed of the vehicle control method in the related technology is solved.

Description

Technical Field

[0001] The embodiments of the present application relate to the fields of steering control technology and assisted driving technology, and in particular to a vehicle control method, device, and vehicle. Background Art

[0002] Steering control is a critical function of a vehicle. A failure in the vehicle's steering system, resulting in a loss of steering capability, can severely impact driving safety. Therefore, ensuring the driver can still use steering control when the vehicle's steering system fails has become a pressing technical challenge.

[0003] In the case of a vehicle's steering system failure, conventional techniques typically employ differential braking of the wheels to control the vehicle's steering ability. However, because the steering ability generated by differential braking is significantly affected by vehicle speed, this method suffers from poor robustness and difficulty in effectively controlling the vehicle. Furthermore, this method typically relies on feedback control to control the wheels, resulting in high latency and an inability to provide timely vehicle control.

[0004] To address the above-mentioned problems, no effective solutions have been proposed so far. Summary of the Invention

[0005] The embodiments of the present application provide a vehicle control method, device, and vehicle, aiming to improve the technical problems in related technologies such as poor robustness and slow response speed of vehicle control methods, which make it difficult to effectively control the vehicle.

[0006] According to one aspect of an embodiment of the present application, a vehicle control method is provided, including: in response to a vehicle's steer-by-wire system being in a failed state, obtaining real-time vehicle driving data and driver operation data; determining a target driving torque based on the vehicle's real-time driving data and a target vehicle speed; driving the vehicle using the target driving torque to control the vehicle to travel at the target vehicle speed; determining a target braking torque based on the driver operation data, multiple control modes and a braking strategy, wherein the multiple control modes are constructed according to a feedforward control method and a feedback control method, and the braking strategy is determined according to the tire slip rate of the vehicle; and controlling the vehicle's wheels to perform braking according to the target braking torque.

[0007] The vehicle control method provided by the embodiments of the present application achieves the following technical effects: in response to a vehicle's steer-by-wire system being in a failed state, that is, when the vehicle's steer-by-wire system fails, real-time vehicle driving data and driver operation data are obtained; a target driving torque is determined based on the real-time vehicle driving data and a target vehicle speed. By using the real-time driving data, the real-time driving conditions of the vehicle can be reflected, ensuring the accuracy of the determined target driving torque; further, the target driving torque is used to drive the vehicle to accurately control the vehicle to travel at the target speed, avoiding the subsequent inability to control vehicle steering due to the influence of the actual vehicle speed, thereby improving the robustness of the vehicle control method; the target braking torque is determined based on the driver operation data, multiple control modes, and a braking strategy. The multiple control modes are constructed based on a feedforward control method and a feedback control method. Using the multiple control methods to determine the target braking torque can improve the response speed and control robustness of the system; and further, the vehicle wheels are controlled to perform braking based on the target braking torque to generate steering capability, thereby improving the response speed and robustness of the vehicle control method. Therefore, the embodiment of the present application achieves the purpose of first controlling the vehicle to travel at a target speed, and then using multiple control methods and braking strategies to determine the target braking torque, so as to use the target braking torque to accurately and quickly control the vehicle, thereby achieving the technical effect of improving the robustness and response speed of the vehicle control method, and thus solving the technical problem of poor robustness and slow response speed of the vehicle control method in related technologies, which makes it difficult to effectively control the vehicle.

[0008] Optionally, the vehicle's real-time driving data includes real-time vehicle speed and tire adhesion coefficient. Determining the target driving torque based on the vehicle's real-time driving data and target vehicle speed includes: calculating the total driving torque using the real-time vehicle speed, target vehicle speed and proportional-integral control method; determining the driving strategy based on the tire adhesion coefficient and vehicle geometric parameters; and determining the target driving torque based on the total driving torque, drive motor parameters and driving strategy.

[0009] The above-mentioned optional embodiments of the present application can achieve the following technical effects: by adopting a proportional-integral control method, combined with the real-time vehicle speed and the target vehicle speed, the required total driving torque is calculated; further, the driving strategy is dynamically adjusted according to the tire adhesion utilization rate, and the target driving torque is determined based on the total driving torque, the driving motor parameters and the driving strategy, which can improve the accuracy of the target driving torque and ensure that the vehicle can be controlled to travel at the target speed under different road conditions, thereby ensuring that the vehicle can be effectively controlled subsequently.

[0010] Optionally, the drive motor parameters include the electric reduction ratio of the drive motor. Based on the total drive torque, the drive motor parameters and the drive strategy, determining the target drive torque includes: distributing the total drive torque according to the drive strategy to obtain a multi-axis drive torque; and calculating the target drive torque using the electric reduction ratio of the drive motor and the multi-axis drive torque.

[0011] The above-mentioned optional embodiments of the present application can achieve the following technical effects: according to the driving strategy, the total driving torque is distributed, and the total driving torque is distributed to multiple shafts, so that the driving motors of multiple shafts can be fully utilized to ensure that the vehicle can be controlled to the target speed, thereby achieving more precise control of the vehicle.

[0012] Optionally, the vehicle's real-time driving data also includes real-time yaw angular velocity, and the driver's operation data includes steering wheel input data. Based on the driver's operation data, multiple control methods and braking strategies, determining the target braking torque includes: determining the target yaw angular velocity according to the steering wheel input data, the target vehicle speed and the vehicle's two-degree-of-freedom model, wherein the vehicle's two-degree-of-freedom model is used to describe the vehicle's motion characteristics in the lateral direction; calculating an additional yaw moment based on the target yaw angular velocity, the real-time yaw angular velocity and multiple control methods; and determining the target braking torque using the additional yaw moment and the braking strategy.

[0013] The above-mentioned optional embodiments of the present application can achieve the following technical effects: the target yaw rate is calculated using the vehicle's two-degree-of-freedom model. Furthermore, based on multiple control methods and combining the target yaw rate and the real-time yaw rate, the accuracy of the additional yaw moment can be improved, providing a data basis for subsequent more accurate determination of the target braking torque.

[0014] Optionally, calculating the additional yaw moment based on the target yaw rate, the real-time yaw rate and the multiple control modes includes: determining a yaw transition duration using the target yaw rate, the real-time yaw rate and a yaw time constant table, wherein the yaw transition duration is used to characterize the duration of transition from the real-time yaw rate to the target yaw rate; calculating a feedforward yaw moment based on the target yaw rate, the real-time yaw rate and the yaw transition duration; calculating a feedback yaw moment using the target yaw rate, the real-time yaw rate and a feedback controller coefficient; and performing weighted calculation on the feedforward yaw moment and the feedback yaw moment to determine the additional yaw moment.

[0015] The above-described optional embodiment of the present application can achieve the following technical effects: by utilizing a feedforward control method, the vehicle's future yaw state can be predicted based on the vehicle's real-time yaw rate and target yaw rate, and a feedforward yaw torque can be calculated in advance to control the vehicle, thereby improving the vehicle's control response speed. Furthermore, a feedback control method is used to dynamically adjust the deviation between the real-time yaw rate and the target yaw rate to obtain a more accurate additional yaw torque. By combining feedforward and feedback control, the vehicle's control response speed can be improved while enhancing the robustness of the vehicle control method, thereby achieving precise vehicle control.

[0016] Optionally, the target braking torque includes at least the front wheel braking torque and the rear wheel braking torque. The target braking torque is determined using the additional yaw moment and the braking strategy, including: calculating the total braking torque using the additional yaw moment and vehicle geometric parameters; and distributing the total braking torque according to the braking strategy to determine the rear wheel braking torque and the front wheel braking torque.

[0017] The above-mentioned optional embodiments of the present application can achieve the following technical effects: the total braking torque is calculated using the additional yaw moment and the vehicle's geometric parameters, and then the total braking torque is distributed according to the braking strategy, and the total braking torque is distributed to the front wheels and the rear wheels to ensure that sufficient braking force can be generated to meet the driver's steering needs, improve the vehicle's steering ability, and thus enhance the vehicle's driving safety.

[0018] Optionally, the braking strategy includes a rear-wheel braking threshold. According to the braking strategy, the total braking torque is distributed, and determining the rear-wheel braking torque and the front-wheel braking torque includes: determining the rear-wheel braking threshold based on the tire slip rate of the vehicle; in response to the total braking torque being greater than the rear-wheel braking threshold, determining the rear-wheel braking threshold as the rear-wheel braking torque; and calculating the difference between the total braking torque and the rear-wheel braking threshold to obtain the front-wheel braking torque.

[0019] The above-mentioned optional embodiments of the present application can achieve the following technical effects: by considering the slip rate of the braked wheel, the rear wheel braking threshold is determined; in response to the total braking torque being greater than the rear wheel braking threshold, the total braking torque is distributed to the front and rear wheels to achieve dual-wheel braking, ensuring that the braking torque applied to the rear wheels does not exceed the rear wheel braking threshold, avoiding situations where the vehicle is in danger due to excessive slip rate of a certain wheel, and improving the safety of the vehicle while ensuring that the required total braking torque can be generated.

[0020] Optionally, the driver operation data also includes a steering completion instruction, and the vehicle control method also includes: in response to the vehicle's backup steering control system receiving the steering completion instruction, controlling the vehicle to release the target braking torque and target driving torque according to a preset release strategy, generating prompt information; and sending the prompt information to the vehicle's corresponding on-board multimedia system.

[0021] The above-mentioned optional embodiments of the present application can achieve the following technical effects: in response to the vehicle's backup steering control system receiving a steering completion instruction, the braking torque and driving torque are released according to the release strategy, and prompt information is generated to prompt the driver to operate safely, avoiding the driver's incorrect operation that leads to the inability to effectively control the vehicle, thereby enhancing the safety of the vehicle.

[0022] According to another aspect of an embodiment of the present application, a vehicle control device is also provided, including: an acquisition module for acquiring real-time vehicle driving data and driver operation data in response to a failure state of the vehicle's wire-controlled steering system; a first determination module for determining a target driving torque based on the vehicle's real-time driving data and a target vehicle speed; a driving module for driving the vehicle using the target driving torque to control the vehicle to travel at the target vehicle speed; a second determination module for determining the target braking torque based on the driver's operation data, multiple control modes and braking strategies, wherein the multiple control modes are constructed according to a feedforward control method and a feedback control method, and the braking strategy is determined according to the tire slip rate of the vehicle; and a braking module for controlling the vehicle's wheels to perform braking according to the target braking torque.

[0023] The vehicle control device provided by the embodiments of the present application achieves the following technical effects: In response to a vehicle's steer-by-wire system being in a failed state, i.e., when the vehicle's steer-by-wire system fails, the acquisition module acquires real-time vehicle driving data and driver operation data; A first determination module determines a target driving torque based on the vehicle's real-time driving data and a target vehicle speed. The real-time driving data acquired can reflect the vehicle's real-time driving conditions, ensuring the accuracy of the determined target driving torque; Furthermore, the drive module drives the vehicle using the target driving torque to accurately control the vehicle to travel at the target speed, avoiding a situation where subsequent vehicle steering control cannot be controlled due to the influence of the vehicle's actual speed, thereby improving the robustness of the vehicle control method; A second determination module determines a target braking torque based on the driver's operation data, multiple control modes, and a braking strategy. The multiple control modes are constructed based on a feedforward control method and a feedback control method. Determining the target braking torque using the multiple control modes can improve the system's response speed and control robustness; Furthermore, the braking module controls the vehicle's wheels to brake according to the target braking torque to generate steering capability, thereby improving the response speed and robustness of the vehicle control method. Therefore, the embodiment of the present application achieves the purpose of first controlling the vehicle to travel at a target speed, and then using multiple control methods and braking strategies to determine the target braking torque, so as to use the target braking torque to accurately and quickly control the vehicle, thereby achieving the technical effect of improving the robustness and response speed of the vehicle control method, and thus solving the technical problem of poor robustness and slow response speed of the vehicle control method in related technologies, which makes it difficult to effectively control the vehicle.

[0024] According to another aspect of an embodiment of the present application, a vehicle is also provided, comprising an on-board memory and an on-board processor, wherein the on-board memory is used to store computer programs; and the on-board processor is used to execute the computer programs stored in the memory to implement any of the above-mentioned vehicle control methods.

[0025] The vehicle provided by the embodiments of the present application achieves the following technical effects: in response to a failure of the vehicle's steer-by-wire system, i.e., when the vehicle's steer-by-wire system fails, real-time vehicle driving data and driver operation data are acquired; a target driving torque is determined based on the real-time vehicle driving data and a target vehicle speed. By using the real-time driving data, the real-time driving conditions of the vehicle can be reflected, ensuring the accuracy of the determined target driving torque. Furthermore, the vehicle is driven using the target driving torque to accurately control the vehicle to travel at the target speed, avoiding a situation where subsequent steering control cannot be controlled due to the influence of the actual vehicle speed, thereby improving the robustness of the vehicle control method. The target braking torque is determined based on the driver operation data, multiple control modes, and a braking strategy. The multiple control modes are constructed based on a feedforward control method and a feedback control method. Determining the target braking torque using the multiple control modes can improve the response speed and control robustness of the system. Furthermore, the vehicle wheels are controlled to perform braking based on the target braking torque to generate steering capability, thereby improving the response speed and robustness of the vehicle control method, thereby improving the driving safety of the vehicle and enhancing the vehicle's intelligence level. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 is a flow chart of a vehicle control method provided by an embodiment of the present application;

[0027] Figure 2 is a schematic diagram of an optional vehicle control method provided in an embodiment of the present application;

[0028] Figure 3 is a schematic diagram of another optional vehicle control method provided in an embodiment of the present application;

[0029] Figure 4 is a schematic diagram of an optional vehicle geometric parameter provided in an embodiment of the present application;

[0030] Figure 5 is a schematic diagram of an optional braking force distribution provided in an embodiment of the present application;

[0031] Figure 6 This is a structural block diagram of a vehicle control device provided by an embodiment of the present application;

[0032] Figure 7 This is a structural block diagram of a vehicle provided by an embodiment of the present application;

[0033] Figure 8 This is a hardware structure block diagram of a computing terminal provided in one embodiment of the present application;

[0034] Figure 9 This is a structural block diagram of an electronic device provided in one embodiment of the present application. DETAILED DESCRIPTION

[0035] In order to make the technical problems, technical solutions and beneficial effects solved by this application more clearly understood, this application is further described in detail below in conjunction with the embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0036] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in a sequence other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0037] This application embodiment provides a vehicle control method, please refer to Figure 1 , including the following steps:

[0038] S10: In response to the vehicle's steer-by-wire system being in a failed state, acquiring real-time vehicle driving data and driver operation data;

[0039] S20: determining a target driving torque based on the vehicle's real-time driving data and the target vehicle speed;

[0040] S30: driving the vehicle using the target driving torque to control the vehicle to travel at a target speed;

[0041] S40: determining a target braking torque based on driver operation data, multiple control modes, and a braking strategy, wherein the multiple control modes are constructed based on a feedforward control method and a feedback control method, and the braking strategy is determined based on a tire slip rate of the vehicle;

[0042] S50: Controlling the wheels of the vehicle to perform braking according to the target braking torque.

[0043] The aforementioned vehicle may be a vehicle equipped with a steer-by-wire system, which may include a primary steering motor and a backup steering motor, and the vehicle may be driven by a centralized front-to-rear drive system. If both the primary steering motor and the backup steering motor in the steer-by-wire system fail, the vehicle's steer-by-wire system may be considered to be in a failed state.

[0044] In one application scenario, the vehicle's on-board sensor system can monitor the signals output by the steer-by-wire system in real time, such as the current, voltage, temperature, and position feedback corresponding to the main working steering motor and the backup working steering motor in the steer-by-wire system. If an abnormality is detected in the signal output by the steer-by-wire system, such as signal interruption, abnormal fluctuation, or exceeding the working range, it can be determined that the vehicle's steer-by-wire system is in a failure state.

[0045] The above-mentioned real-time vehicle driving data can be used to characterize the current operating status of the vehicle. The real-time vehicle driving data can be obtained through on-board sensors or through an on-board positioning system. The above-mentioned on-board sensors may include but are not limited to: visual sensors (such as cameras), radar sensors, laser sensors, inertial detection sensors, rotation sensors (such as Hall effect sensors), speed sensors, acceleration sensors, angular velocity detection sensors, temperature sensors, humidity sensors, tire pressure detection sensors, wheel speed sensors, vibration sensors, and acoustic sensors.

[0046] The above-mentioned real-time vehicle driving data may include, but is not limited to: vehicle speed, engine speed, vehicle attitude (e.g., yaw rate, roll angle, pitch angle), tire pressure, tire adhesion to the ground (e.g., tire adhesion coefficient), vehicle acceleration (including longitudinal acceleration and lateral acceleration), vehicle gear information, drive torque corresponding to each of the four tires, the vehicle's real-time position, and environmental data surrounding the vehicle. The above-mentioned environmental data surrounding the vehicle may include, but is not limited to: data on surrounding vehicles (e.g., speed of surrounding vehicles, acceleration of surrounding vehicles, distance to surrounding vehicles, etc.), and climate information data (e.g., temperature, humidity, light intensity, etc.).

[0047] The driver operation data can be used to characterize the driver's operating behavior. The driving operation data may include, but is not limited to, steering wheel angle information, steer-by-wire system failure control instructions, steering completion execution, accelerator pedal degree information, vehicle braking information, and visual image information.

[0048] In another exemplary application scenario, Figure 2 As shown, the vehicle's on-board sensor system monitors the signal output by the wire-controlled steering system in real time (i.e., steering system self-detection). When an abnormality is detected in the signal output by the wire-controlled steering system, an alarm message is issued through the on-board multimedia system to prompt the driver that the wire-controlled steering system has failed. The driver chooses whether to input the backup steering control function activation instruction (i.e., chooses whether to activate the backup steering function) according to the actual operation of the vehicle. In response to the vehicle system receiving the backup steering control function activation instruction, it is determined that the vehicle's wire-controlled steering system is in a failed state, and the vehicle's real-time driving data and driver operation data are obtained.

[0049] It is easy to understand that in the embodiment of the present application, by obtaining the vehicle's real-time driving data and driver operation data when the vehicle's wire-controlled steering system is in a failed state, the vehicle's current driving state and the driver's operation of the vehicle can be determined in real time, thereby enhancing the timeliness of the data and facilitating more precise control of the vehicle subsequently.

[0050] The target speed can be set according to the control requirements and the performance of the vehicle drive system. The target speed can be set in advance or adaptively adjusted based on the actual operating conditions.

[0051] The target driving torque may be a torque applied by the vehicle's driving motor or engine to the vehicle to cause the vehicle to accelerate, decelerate, or maintain speed. The target driving torque may be used to adjust the actual vehicle speed to a preset speed. The target driving torque may be determined according to a driving torque calculation method. The driving torque calculation method may include, but is not limited to: a driving control algorithm (e.g., a proportional-integral control algorithm, a proportional-integral-differential control algorithm), an adaptive cruise control (ACC) algorithm, a model predictive control (MPC) algorithm, and a driving torque calculation method based on deep learning.

[0052] It is easy to understand that by determining the target driving torque based on the vehicle's real-time driving data and target speed, and using the target driving torque to drive the vehicle, the vehicle can be actively controlled to travel at the target speed, thereby ensuring that sufficient additional yaw torque can be generated when the vehicle is subsequently subjected to differential braking control, thereby ensuring the effectiveness of the vehicle control method.

[0053] The feedforward control method can be a predictive control strategy. This feedforward control method can predict the braking torque required by the vehicle when the vehicle's steer-by-wire system is in a failed state. The feedback control method can measure the deviation between the vehicle's actual driving state data and the target state. This feedback control method can include, but is not limited to, deviation calculation, a control method (e.g., a proportional algorithm, an integral algorithm, a differential algorithm, etc.), and a state observer. This feedback control method can be used to characterize the real-time adjustment requirements for controlling vehicle steering.

[0054] The above-mentioned braking strategy may include a braking force distribution strategy, a slip rate control strategy, and a steering assist strategy. Specifically, the above-mentioned braking force distribution strategy may determine single-wheel braking or dual-wheel braking, as well as the specific braking force size, based on the vehicle's tire slip rate and adhesion conditions, to ensure efficient use of the braking force and vehicle stability. The above-mentioned slip rate control strategy may prevent excessive slipping of a certain wheel by monitoring the slip rate of the braked wheel, thereby maintaining the vehicle's driving safety and control performance. The above-mentioned tire slip rate may be an indicator of the relative slip degree between the vehicle's tires and the ground, and the tire slip rate is directly related to the tire's grip performance and the vehicle's handling stability. The above-mentioned target braking torque may refer to the torque applied by the braking system to the wheel, which is used to decelerate or control the dynamic stability of the vehicle.

[0055] Based on the feedforward control method, the driver's operation data is input into the feedforward control model for predictive calculation to determine the predicted yaw moment required by the execution component, and the predicted yaw moment is used to control the vehicle in advance. When the vehicle's steer-by-wire system is in a failed state, the window period for controlling the vehicle is seized to ensure the response speed of the vehicle control method; then, using the feedback control method, the deviation between the actual driving state data of the vehicle and the target state is measured, and the deviation value is calculated. The deviation value is used to adjust the above-mentioned predicted yaw moment to obtain an additional yaw moment with higher accuracy, thereby improving the robustness of the control method; further, using the braking strategy and the additional yaw moment, the target braking torque is determined, and braking control is performed on the vehicle's wheels based on the target braking torque to ensure that the vehicle can stably steer when the steer-by-wire system is in a failed state, thereby enhancing the safety of the vehicle.

[0056] It should be noted that the wheels of the above-mentioned vehicle may include at least one of the left front wheel, left rear wheel, right front wheel and right rear wheel of the vehicle. Specifically, the wheel to be controlled can be determined according to the direction and value of the target braking torque.

[0057] The vehicle control method provided by the embodiments of the present application achieves the following technical effects: in response to a vehicle's steer-by-wire system being in a failed state, that is, when the vehicle's steer-by-wire system fails, real-time vehicle driving data and driver operation data are obtained; a target driving torque is determined based on the real-time vehicle driving data and a target vehicle speed. By using the real-time driving data, the real-time driving conditions of the vehicle can be reflected, ensuring the accuracy of the determined target driving torque; further, the target driving torque is used to drive the vehicle to accurately control the vehicle to travel at the target speed, avoiding the subsequent inability to control vehicle steering due to the influence of the actual vehicle speed, thereby improving the robustness of the vehicle control method; the target braking torque is determined based on the driver operation data, multiple control modes, and a braking strategy. The multiple control modes are constructed based on a feedforward control method and a feedback control method. Using the multiple control methods to determine the target braking torque can improve the response speed and control robustness of the system; and further, the vehicle wheels are controlled to perform braking based on the target braking torque to generate steering capability, thereby improving the response speed and robustness of the vehicle control method. Therefore, the embodiment of the present application achieves the purpose of first controlling the vehicle to travel at a target speed, and then using multiple control methods and braking strategies to determine the target braking torque, so as to use the target braking torque to accurately and quickly control the vehicle, thereby achieving the technical effect of improving the robustness and response speed of the vehicle control method, and thus solving the technical problem of poor robustness and slow response speed of the vehicle control method in related technologies, which makes it difficult to effectively control the vehicle.

[0058] The vehicle control method provided in the embodiment of the present application first controls the vehicle to travel at a target speed, and then uses multiple control methods and braking strategies to determine the target braking torque, so as to use the target braking torque to accurately and quickly control the vehicle, which can be widely used in multiple application scenarios.

[0059] For example, in the application scenario of intelligent driving, by integrating the technical solution of this application with the intelligent driving system, by first controlling the vehicle to travel at the target speed, and then using multiple control methods and braking strategies to optimize the target braking torque, the vehicle's wire-controlled steering system can still maintain a high steering ability when it is in a failed state, thereby improving the vehicle's driving safety and intelligent decision-making capabilities.

[0060] For example, in the application scenario of robot transportation, the technical solution of this application is integrated with the robot transportation system. When the robot's wire-controlled steering system is in a failed state, the robot's real-time driving data and the operation data of the robot transportation system are combined to first control the robot to travel at the target speed, and then use multiple control methods and braking strategies to efficiently and accurately determine the target braking torque to ensure that even if the wire-controlled steering system fails during the robot transportation process, it can still travel or turn stably, avoid damage to the transported items, and improve the robot transportation service experience.

[0061] The vehicle control method provided in the embodiments of the present application can be applied to, but is not limited to, the application scenarios listed above. With the continuous evolution of technology, the above method can also be applied to a wider range of scenarios, such as remotely driven vehicles, etc. By providing precise steering function when the vehicle's wire-controlled steering system is in a failed state, it supports a variety of advanced functions and applications, and can improve driving safety.

[0062] Optionally, the real-time vehicle driving data includes a real-time vehicle speed and a tire adhesion coefficient. In step S20, determining the target driving torque according to the real-time vehicle driving data and the target vehicle speed includes the following steps:

[0063] S201: Calculate the total driving torque using the real-time vehicle speed, the target vehicle speed, and the proportional-integral control method;

[0064] S202: Determine a driving strategy based on tire adhesion coefficient and vehicle geometric parameters;

[0065] S203: Determine a target driving torque based on the total driving torque, driving motor parameters, and driving strategy.

[0066] The above real-time vehicle speed can represent the current driving speed of the vehicle.

[0067] The above-mentioned total driving torque may refer to the driving torque required to control the vehicle from the real-time speed to the target speed. The total driving torque may be generated jointly by the front axle drive motor and the rear axle drive motor. The above-mentioned tire adhesion coefficient may be used to reflect the friction characteristics between the tire and the contact road surface. The tire adhesion coefficient is affected by the physical conditions of the road surface on which the vehicle is located (such as wet, dry, rough, etc.), and the tire adhesion coefficient may be acquired in real time by the on-board sensor system in combination with the coefficient estimation algorithm. The tire adhesion coefficient may include the adhesion coefficients corresponding to the tires of the four wheels respectively. The higher the tire adhesion coefficient, the more effectively the wheels of the vehicle can convert driving force and braking force, otherwise it may cause slipping or extend the braking distance.

[0068] The above-mentioned proportional-integral control method may refer to adjusting the control quantity by combining the two control actions of proportional and integral to achieve the minimization of the error between the set value and the actual value. The above-mentioned vehicle geometric parameters may refer to parameters used to describe the physical structural characteristics of the vehicle. The vehicle geometric parameters may include but are not limited to: wheelbase, track width, offset, mass distribution, center of mass, distance from the front axle to the center of mass, and distance from the rear axle to the center of mass. The above-mentioned wheelbase may be the distance from the center of the front axle to the center of the rear axle of the vehicle. The above-mentioned track width may be the distance between the centers of the left and right wheels on the same axis. The above-mentioned mass distribution may include the mass ratio of the front and rear of the vehicle and the mass ratio of the left and right of the vehicle. The above-mentioned driving strategy may be used to distribute and adjust the driving torque. By combining the tire adhesion coefficient obtained in real time with the vehicle geometric parameters, the driving strategy can be dynamically determined to adapt to the changing driving environment.

[0069] In an exemplary application scenario, Figure 2 As shown in , since the steering ability generated by differential braking is greatly affected by vehicle speed, differential braking can hardly generate additional yaw torque at low speeds. Therefore, when the vehicle detects that all steer-by-wire motors have failed, it actively controls the vehicle to travel at a set target speed. In this process, the total driving torque needs to be calculated first. Figure 3 When the vehicle's steer-by-wire system is in a failed state, the controlled vehicle system sends the real-time vehicle speed to the vehicle speed controller, which uses the real-time vehicle speed (denoted as v x_act ) and target vehicle speed (denoted as v x_tar ), determine the difference between the real-time speed and the target speed, and use the proportional-integral control method to calculate the total driving torque required for the vehicle to change from the current speed to the target speed (denoted as T d ), the calculation process is shown in formula (1).

[0070] T d = k p_vx ·(v x_tar -v x_act )+k i_vx ·∫(v x_tar -v x_act )dt Formula (1)

[0071] In formula (1), k p_vx Indicates the proportional coefficient of speed control, k i_vx It represents the integral coefficient of speed control. Both the proportional coefficient and the integral coefficient are constant values ​​and can be determined by actual vehicle calibration.

[0072] Still in the above application scenario, the above tire adhesion coefficient may include the tire adhesion coefficient corresponding to the left front wheel (denoted as μ fl ), the tire adhesion coefficient corresponding to the left rear wheel (denoted as μ rl), the tire adhesion coefficient corresponding to the right front wheel (denoted as μ fr ), the tire adhesion coefficient corresponding to the right rear wheel (denoted as μ rr ). According to the tire adhesion ellipse theory, the better the tire adhesion condition, the greater the tire force that can be generated. Since the vehicle of this application can be a front and rear axle centralized drive vehicle, that is, there is a drive motor on each of the front and rear axles to drive the vehicle, therefore, in the process of determining the driving strategy, it is necessary to consider the situation of the tire with the worst adhesion on the front axle / rear axle (that is, the tire with the smallest tire adhesion coefficient) to ensure the stability of the vehicle. Therefore, the minimum adhesion coefficient of the left and right wheels of the front axle can be determined based on the tire adhesion coefficient (denoted as μ f ) and the minimum adhesion coefficient of the left and right wheels of the rear axle (denoted as μ r ), as shown in Equations (2) and (3). Furthermore, a driving strategy is determined based on the minimum adhesion coefficients of the left and right wheels on the front axle, the minimum adhesion coefficients of the left and right wheels on the rear axle, and the vehicle geometry parameters. Furthermore, a target driving torque is determined based on the total driving torque, the drive motor parameters, and the driving strategy.

[0073] μ f =min(μ fl ,μ fr ) Formula (2)

[0074] μ r =min(μ rl ,μ rr ) Formula (3)

[0075] The above-mentioned optional embodiments of the present application can achieve the following technical effects: by adopting a proportional-integral control method, combined with the real-time vehicle speed and the target vehicle speed, the required total driving torque is calculated; further, the driving strategy is dynamically adjusted according to the tire adhesion utilization rate, and the target driving torque is determined based on the total driving torque, the driving motor parameters and the driving strategy, which can improve the accuracy of the target driving torque and ensure that the vehicle can be controlled to travel at the target speed under different road conditions, thereby ensuring that the vehicle can be effectively controlled subsequently.

[0076] Optionally, the drive motor parameters include an electric reduction ratio of the drive motor. In the above step S203, determining the target drive torque based on the total drive torque, the drive motor parameters, and the drive strategy includes the following steps:

[0077] S231: Distribute the total driving torque according to the driving strategy to obtain multi-axis driving torque;

[0078] S232: Calculate the target driving torque using the electric reduction ratio of the driving motor and the multi-axis driving torque.

[0079] The multi-axle drive torque may include front axle drive torque and rear axle drive torque. The drive strategy may include, but is not limited to, a drive torque distribution strategy and a drive module switching strategy. The drive torque distribution strategy may include, but is not limited to, a distribution strategy based on machine vision-based road condition recognition, a distribution strategy based on vehicle dynamics, and a distribution strategy based on tire adhesion ellipse theory.

[0080] The electrical reduction ratio of the drive motor may be the proportional relationship between the rotational speed of the motor output shaft and the rotational speed of the input shaft of a reduction device (e.g., a gearbox) inside or outside the motor. The electrical reduction ratio of the drive motor may include the electrical reduction ratio of the front axle drive motor and the electrical reduction ratio of the rear axle drive motor. The target drive torque may include the front axle drive torque and the rear axle drive torque.

[0081] It should be noted that with the continuous evolution of technology, the above-mentioned multi-axis driving torque can also include the driving torque of the left axis and the driving torque of the right axis. For example, for a robot that can move laterally, the above-mentioned multi-axis driving torque can be the driving torque of the left axis and the driving torque of the right axis to achieve the lateral movement of the robot.

[0082] In an exemplary application scenario, Figure 3 As shown, the multi-axis driving torque includes the front axle driving torque (denoted as T d_f ) and rear axle drive torque (denoted as T d_r ), the above vehicle geometric parameters may include the distance from the front axle to the center of mass (denoted as a), the distance from the rear axle to the center of mass (denoted as b), and the vehicle's collective parameters can refer to Figure 4 Correspondingly, the driving strategy can be expressed as Equation (4) and Equation (5), where Equation (4) is used to determine the front axle driving torque (denoted as T d_f ), formula (5) is used to determine the rear axle driving torque of the vehicle (denoted as T d_r ), through equations (4) and (5), the system can achieve the total driving torque T d Make an allocation (i.e. Figure 3 The driving force distribution in is obtained to obtain the multi-axis driving torque.

[0083]

[0084] Still in the above application scenario, the electric reduction ratio of the drive motor includes the electric reduction ratio of the front axle drive motor (denoted as i f ) and the electric reduction ratio of the rear axle drive motor (denoted as i r After obtaining the multi-axis driving torque, the front axle driving torque T d_f and the electric reduction ratio i of the front axle drive motor f , the front axle driving torque in the target driving torque can be calculated (denoted as Td_fmotor ), using the rear axle drive torque T d_r and the electric reduction ratio i of the rear axle drive motor r , the rear axle driving torque in the target driving torque can be obtained (denoted as T d_rmotor ).

[0085] The above-mentioned optional embodiments of the present application can achieve the following technical effects: according to the driving strategy, the total driving torque is distributed, and the total driving torque is distributed to multiple shafts, so that the driving motors of multiple shafts can be fully utilized to ensure that the vehicle can be controlled to the target speed, thereby achieving more precise control of the vehicle.

[0086] Optionally, the real-time vehicle driving data further includes real-time yaw angular velocity, and the driver operation data includes steering wheel input data. In step S40, determining the target braking torque based on the driver operation data, the multiple control modes, and the braking strategy includes the following steps:

[0087] S401: Determining a target yaw rate based on steering wheel input data, a target vehicle speed, and a two-degree-of-freedom model of the vehicle, wherein the two-degree-of-freedom model of the vehicle is used to describe the motion characteristics of the vehicle in the lateral direction;

[0088] S402: Calculating an additional yaw moment based on the target yaw rate, the real-time yaw rate, and the multiple control modes;

[0089] S403: Determine the target braking torque using the additional yaw moment and the braking strategy.

[0090] The steering wheel input data may be data corresponding to changes in the vehicle's steering wheel. The steering wheel input data may include, but is not limited to, steering wheel angle and steering wheel speed. The steering wheel input data may be used to reflect the driver's steering intent. The target yaw rate may be the vehicle's yaw response to the driver's steering wheel operation. The additional yaw moment may represent the yaw moment required to achieve the steering wheel input data. The actual yaw rate may be used to reflect the vehicle's current yaw condition.

[0091] In an exemplary application scenario, the steering wheel input data is the steering wheel angle, and the steering wheel angle (denoted as δ sw ) and target vehicle speed v x_tar Input into the vehicle two-degree-of-freedom model and calculate the target yaw rate (denoted as r tar ), as shown in formula (6).

[0092]

[0093] In formula (6), i sw Indicates the steering ratio, K uIndicates the understeering degree of the vehicle, L represents the wheelbase of the vehicle, L = a + b, and the steering ratio i sw , K u and L can be set to constant values.

[0094] The above-mentioned optional embodiments of the present application can achieve the following technical effects: the target yaw rate is calculated using the vehicle's two-degree-of-freedom model. Furthermore, based on multiple control methods and combining the target yaw rate and the real-time yaw rate, the accuracy of the additional yaw moment can be improved, providing a data basis for subsequent more accurate determination of the target braking torque.

[0095] Optionally, in step S402, calculating the additional yaw moment based on the target yaw rate, the real-time yaw rate, and the multiple control modes includes the following steps:

[0096] S421: Determine a yaw transition duration using the target yaw angular velocity, the real-time yaw angular velocity, and the yaw time constant table, wherein the yaw transition duration is used to represent the duration of transition from the real-time yaw angular velocity to the target yaw angular velocity;

[0097] S422: Calculate a feedforward yaw torque based on the target yaw angular velocity, the real-time yaw angular velocity, and the yaw transition duration;

[0098] S423: Calculate the feedback yaw torque using the target yaw rate, the real-time yaw rate, and the feedback controller coefficient;

[0099] S424: Perform weighted calculation on the feedforward yaw moment and the feedback yaw moment to determine an additional yaw moment.

[0100] The yaw time constant table can be obtained through a vehicle calibration experiment. For example, based on a deep learning algorithm, the target yaw angular velocity and the real-time yaw angular velocity are input into a deep learning algorithm model to obtain the yaw transition duration, thereby developing a yaw time constant table. The yaw time constant table can be stored in the vehicle's storage space. The storage space may include, but is not limited to, volatile random access memory (RAM), hard disk drive (HDD), solid state drive (SSD), and non-volatile read-only memory (ROM).

[0101] The feedforward yaw moment can be used to instantly compensate for the vehicle's yaw tendency at the moment braking control is initiated. The feedforward yaw moment can be obtained using a feedforward control method. The feedforward yaw moment can be obtained by looking up a feedforward yaw moment mapping table or using a real-time feedforward calculation model. The feedforward yaw moment mapping table can be obtained through simulation or actual vehicle testing.

[0102] Specifically, the expected yaw change of the vehicle is determined based on the target yaw rate, real-time yaw rate and yaw transition duration, and the feedforward control method is used to pre-calculate the feedforward yaw torque. The system can use this feedforward yaw torque to achieve rapid response and reduce the difficulty of subsequent vehicle control.

[0103] The feedback controller parameters may refer to parameters used to adjust the system response characteristics in a feedback control system. The feedback controller coefficients may include, but are not limited to, the proportional coefficient of the feedback controller, the differential coefficient of the feedback controller, and the integral coefficient of the feedback controller. The feedback controller coefficients may be set according to control requirements.

[0104] The feedback yaw moment may refer to a control torque calculated based on the difference between the vehicle's current target yaw rate and its real-time yaw rate. This feedback yaw moment can be obtained using a feedback control method, including, but not limited to, a proportional-integral-derivative control algorithm and a linear quadratic regulator control algorithm.

[0105] Specifically, the target yaw angular velocity and the real-time yaw angular velocity can be used to calculate the state deviation value, which is then input into the feedback control algorithm. The size and direction of the feedback yaw torque are determined according to the size and change rate of the state deviation value. The feedback yaw torque can be used to dynamically correct the vehicle's yaw in real time to obtain a more accurate additional yaw torque, thereby enhancing the safety of the vehicle.

[0106] The additional yaw moment may be obtained by using a mathematical operation method or a machine learning weighted calculation model. The mathematical operation method may include but is not limited to: a direct addition operation method, an arithmetic mean operation method, a weighted average operation method, and an error normal operation method.

[0107] In an exemplary application scenario, Figure 2 As shown, when the target driving torque is used to control the vehicle to travel at the target speed, in particular, in response to the real-time speed of the vehicle and the target speed, the additional yaw moment is calculated. Figure 3 , use the vehicle sensor system to obtain the real-time yaw angular velocity of the controlled vehicle system (denoted as r act ), the real-time yaw rate is transmitted to the steering controller; further, the steering controller is based on the target yaw rate rtar and the real-time yaw rate r act By querying the yaw time constant table, the duration of the transition from the real-time yaw angular velocity to the target yaw angular velocity is determined, and this duration is determined as the yaw transition duration (denoted as T settle ); further, according to the target yaw angular velocity r tar , real-time yaw angular velocity r act and yaw transition time T settle , calculate the feedforward yaw moment (denoted as M z_ff ), as shown in formula (7).

[0108]

[0109] In formula (7), I z represents the moment of inertia of the vehicle around the z-axis, I z A preset constant value.

[0110] Still in the above application scenario, the above feedback controller coefficient may include the proportional coefficient of the feedback controller (denoted as k p_r ) and the integral coefficient of the feedback controller (denoted as k i_r ). Using the target yaw rate r tar , real-time yaw angular velocity r act , the proportional coefficient k of the feedback controller p_r and the integral coefficient k of the feedback controller i_r , calculate the feedback yaw moment (denoted as ΔM z_fb ), as shown in formula (8).

[0111] ΔM z_fb = k p_r ·(r tar -r act )+k i_r ·∫(r tar -r act )dt Formula (8)

[0112] Still in the above application scenario, mathematical operations can be used to calculate the feedforward yaw moment ΔM z_ff and feedback yaw moment ΔM z_fb Perform weighted calculation to determine the additional yaw moment (denoted as ΔM z ). In particular, the feedforward yaw moment ΔM z_ff and feedback yaw moment ΔM z_fb The weight values ​​of are all set to 1, that is, the feedforward yaw moment ΔM z_ff and feedback yaw moment ΔM z_fb Directly add to determine the additional yaw moment ΔM z , as shown in formula (9).

[0113] ΔM z =ΔM z_ff +ΔM z_fb Formula (9)

[0114] The above-described optional embodiment of the present application can achieve the following technical effects: by utilizing a feedforward control method, the vehicle's future yaw state can be predicted based on the vehicle's real-time yaw rate and target yaw rate, and a feedforward yaw torque can be calculated in advance to control the vehicle, thereby improving the vehicle's control response speed. Furthermore, a feedback control method is used to dynamically adjust the deviation between the real-time yaw rate and the target yaw rate to obtain a more accurate additional yaw torque. By combining feedforward and feedback control, the vehicle's control response speed can be improved while enhancing the robustness of the vehicle control method, thereby achieving precise vehicle control.

[0115] Optionally, the target braking torque includes at least a front wheel braking torque and a rear wheel braking torque. In step S403, determining the target braking torque using the additional yaw moment and the braking strategy includes the following steps:

[0116] S431: Calculate the total braking torque using the additional yaw moment and vehicle geometric parameters;

[0117] S432: Distribute the total braking torque according to the braking strategy to determine the rear wheel braking torque and the front wheel braking torque.

[0118] The total braking torque can refer to the total braking effect that needs to be applied to the wheels to generate the additional yaw torque. The total braking torque can be used to represent the total amount of rotational resistance torque generated by braking in the entire vehicle perpendicular to the direction of travel.

[0119] The aforementioned rear wheel braking torque may refer to the braking device acting on the rear wheels of the vehicle. This rear wheel braking torque may include the left rear wheel braking torque and the right rear wheel braking torque. The aforementioned front wheel braking torque may refer to the braking device acting on the front wheels of the vehicle. This front wheel braking torque may include the left front wheel braking torque and the right front wheel braking torque. The aforementioned rear wheel braking torque and the aforementioned front wheel braking torque can be used to generate a braking torque, thereby affecting the torque value of the vehicle's steering performance and overall deceleration effect.

[0120] In an exemplary application scenario, Figure 2 As shown in , the target braking torque is determined after calculating the additional yaw moment. For details, please refer to Figure 4 The above vehicle geometric parameters may include the wheelbase (denoted as w), the yaw rate r, and the additional yaw moment ΔM. z Counterclockwise direction is positive, clockwise direction is negative. Figure 5As shown, the additional yaw moment ΔM z and the wheelbase w in the vehicle geometry parameters, calculate the total braking torque (denoted as T b_cal ), as shown in formula (10).

[0121]

[0122] Still in the above application scenario, due to the definition of additional yaw moment ΔM z The counterclockwise direction is positive, when the additional yaw moment ΔM z When it is positive, the vehicle can generate the ability to turn left. Therefore, according to the braking strategy, the additional yaw moment ΔM can be first applied. z The sign of the value is determined. If it is positive, the left wheel of the vehicle is braked to turn left; if it is negative, the right wheel is braked to turn right. After determining whether the wheel to be braked is the left or right wheel, the total braking torque is distributed according to the braking strategy to determine the rear wheel braking torque and the front wheel braking torque.

[0123] The above-mentioned optional embodiments of the present application can achieve the following technical effects: the total braking torque is calculated using the additional yaw moment and the vehicle's geometric parameters, and then the total braking torque is distributed according to the braking strategy, and the total braking torque is distributed to the front wheels and the rear wheels to ensure that sufficient braking force can be generated to meet the driver's steering needs, improve the vehicle's steering ability, and thus enhance the vehicle's driving safety.

[0124] Optionally, the braking strategy includes a rear wheel braking threshold. In step S432, allocating the total braking torque according to the braking strategy to determine the rear wheel braking torque and the front wheel braking torque includes the following steps:

[0125] S4321: Determine a rear wheel braking threshold based on the vehicle's tire slip rate;

[0126] S4322: In response to the total braking torque being greater than the rear wheel braking threshold, determining the rear wheel braking threshold as the rear wheel braking torque;

[0127] S4323: Calculate the difference between the total braking torque and the rear wheel braking threshold to obtain the front wheel braking torque.

[0128] The above rear wheel braking threshold value can be used to represent the maximum braking torque that is allowed to be applied to the rear wheels of the vehicle under the premise of safe driving of the vehicle.

[0129] In an exemplary application scenario, Figure 5 As shown, assuming that the additional yaw moment ΔM z is a positive value, and the left wheel of the vehicle needs to be braked at this time. The above rear wheel braking torque is the left rear wheel braking torque (denoted as T b_rl), the front wheel braking torque is the left front wheel braking torque (denoted as T b_fl ), accordingly, the right rear wheel braking torque (denoted as T b_rr ) and right front wheel brake torque (denoted as T b_fr ) is set to 0. Considering that if only a single wheel is braked, the additional yaw moment generated is limited and cannot meet the driver's greater steering needs. In addition, when the slip rate of a certain wheel is too large, the tire adhesion utilization rate is poor and the vehicle is at risk of instability. Therefore, the tire slip rate is used as an important indicator for the total braking torque distribution. Therefore, in the process of distributing the total braking torque, the rear wheel braking threshold (denoted as T) is determined according to the vehicle's tire slip rate. b_thres In particular, the rear wheel braking torque determined when the tire slip ratio is 15% can be determined as the rear wheel braking threshold.

[0130] Still in the above application scenario, it is determined whether to apply braking torque T to the left rear wheel. b_cal When the left rear wheel slip ratio is less than or equal to 15% (i.e., it is determined whether the required total braking torque is greater than the rear wheel braking threshold), if the left rear wheel slip ratio is not less than or equal to 15% (i.e., in response to the total braking torque being greater than the rear wheel braking threshold), the rear wheel braking threshold T is set. b_thres Determined as the left rear wheel braking torque T b_rl , as shown in formula (11). Further, the difference between the total braking torque and the rear wheel braking threshold is calculated to obtain the left front wheel braking torque T b_fl , as shown in formula (12).

[0131] T b_rl = T b_t hres formula (11)

[0132]

[0133] Still in the above application scenario, in response to the total braking torque not being greater than the rear wheel braking threshold (i.e., the slip ratio of the left rear wheel is less than or equal to 15%), the total braking torque is determined as the left rear wheel braking torque, i.e., T b_rl =T b_cal Similarly, when the additional yaw moment ΔM z When it is a negative value, the right wheel of the vehicle needs to be braked, and the above rear wheel braking torque is the right rear wheel braking torque T b_rr , the above front wheel braking torque is the right front wheel braking torque T b_fr , accordingly, the left rear wheel braking torque T b_rl And the left front wheel brake torque b_fl Take the value as 0 to determine the right rear wheel braking torque T b_rr and the right front wheel braking torque T b_frThe process can refer to the above braking of the left wheel of the vehicle to determine the left rear wheel braking torque T b_rl and the left front wheel braking torque T b_fl The process is not described here. Please refer to Figure 3 After distributing the total braking torque (i.e., braking force distribution), the left rear wheel braking torque T b_rl , Left front wheel brake torque T b_fl , right rear wheel braking torque T b_rr and the right front wheel braking torque T b_fr The forces are applied to the corresponding wheels of the controlled vehicle respectively to brake the controlled vehicle.

[0134] The above-mentioned optional embodiments of the present application can achieve the following technical effects: by considering the slip rate of the braked wheel, the rear wheel braking threshold is determined; in response to the total braking torque being greater than the rear wheel braking threshold, the total braking torque is distributed to the front and rear wheels to achieve dual-wheel braking, ensuring that the braking torque applied to the rear wheels does not exceed the rear wheel braking threshold, avoiding situations where the vehicle is in danger due to excessive slip rate of a certain wheel, and improving the safety of the vehicle while ensuring that the required total braking torque can be generated.

[0135] Optionally, the driver operation data further includes a steering completion instruction, and the vehicle control method further includes:

[0136] S60: In response to the backup steering control system of the vehicle receiving the steering completion instruction, controlling the vehicle to release the target braking torque and the target driving torque according to a preset release strategy, and generating a prompt message;

[0137] S61: Send the prompt information to the corresponding in-vehicle multimedia system of the vehicle.

[0138] The aforementioned turn completion instruction can be used to indicate that the vehicle has safely pulled over. The aforementioned prompt information is used to remind the driver to take action. The aforementioned in-vehicle multimedia system may include, but is not limited to: an in-vehicle display, an in-vehicle voice assistant, and a mobile device in communication with the vehicle.

[0139] The above release strategy can be used to release the driving torque and braking torque applied to the vehicle. The release strategy may include a braking torque and driving torque release sequence, a braking torque release strategy, a driving torque release strategy, and a status monitoring and confirmation strategy. The release strategy can be implemented in the following ways: progressive release (e.g., gradually reducing the braking force and driving force instructions through a control algorithm, using a smooth and progressive approach to avoid vehicle shaking or driver discomfort caused by sudden release), speed-dependent release (e.g., formulating different braking force and driving force release rates based on the current speed of the vehicle), and safety-oriented release (e.g., enabling the vehicle's safety system while releasing the braking torque).

[0140] In an exemplary application scenario, Figure 2 As shown, in response to the vehicle's backup steering control system receiving a steering completion instruction, the vehicle is controlled to release the target braking torque and target driving torque according to a preset release strategy. In particular, the release order of the braking torque and driving torque in the release strategy can be set to release the target braking torque first and then release the target driving torque, using a progressive release method, and generating a prompt message (for example, prompting the driver to stop the vehicle by stepping on the brake pedal); further, the prompt message is sent to the vehicle's corresponding on-board multimedia system to remind the driver to operate safely.

[0141] The above-mentioned optional embodiments of the present application can achieve the following technical effects: in response to the vehicle's backup steering control system receiving a steering completion instruction, the braking torque and driving torque are released according to the release strategy, and prompt information is generated to prompt the driver to operate safely, avoiding the driver's incorrect operation that leads to the inability to effectively control the vehicle, thereby enhancing the safety of the vehicle.

[0142] According to another aspect of the embodiment of the present application, a vehicle control device 600 is also provided. Figure 6 , including: an acquisition module 610, used to obtain vehicle real-time driving data and driver operation data in response to the vehicle's wire-controlled steering system being in a failed state; a first determination module 620, used to determine the target driving torque based on the vehicle's real-time driving data and the target vehicle speed; a driving module 630, used to drive the vehicle using the target driving torque to control the vehicle to travel at the target vehicle speed; a second determination module 640, used to determine the target braking torque based on the driver's operation data, multiple control modes and braking strategies, wherein the multiple control modes are constructed according to the feedforward control method and the feedback control method, and the braking strategy is determined according to the tire slip rate of the vehicle; a braking module 650, used to control the vehicle's wheels to perform braking according to the target braking torque.

[0143] The vehicle control device provided by the embodiment of the present application achieves the following technical effects: through the acquisition module 610, in response to the vehicle's wire-controlled steering system being in a failed state, that is, when the vehicle's wire-controlled steering system fails, the vehicle's real-time driving data and driver operation data are acquired; through the first determination module 620, the target driving torque is determined based on the vehicle's real-time driving data and the target vehicle speed. By using the driving data acquired in real time, the real-time driving condition of the vehicle can be reflected, ensuring the accuracy of the determined target driving torque; further, through the driving module 630, the target driving torque is used to drive the vehicle to accurately control the vehicle to follow the target speed. Driving at the target speed avoids the situation where the vehicle cannot be subsequently controlled due to the influence of the actual vehicle speed, thereby improving the robustness of the vehicle control method. Through the second determination module 640, the target braking torque is determined based on the driver's operation data, multiple control modes and braking strategies. The multiple control modes are constructed according to the feedforward control method and the feedback control method. Using the multiple control methods to determine the target braking torque can improve the response speed and control robustness of the system. Furthermore, through the braking module 650, the vehicle wheels are controlled to perform braking according to the target braking torque to generate steering ability, thereby improving the response speed and robustness of the vehicle control method. Therefore, the embodiment of the present application achieves the purpose of first controlling the vehicle to travel at the target speed, and then using multiple control modes and braking strategies to determine the target braking torque, so as to use the target braking torque to accurately and quickly control the vehicle, thereby achieving the technical effect of improving the robustness and response speed of the vehicle control method, thereby solving the technical problem of poor robustness and slow response speed of the vehicle control method in the related art, which makes it difficult to effectively control the vehicle.

[0144] It should be noted that the optional implementation methods of this embodiment can refer to the relevant description in Example 1 and will not be repeated here.

[0145] The present application also provides a vehicle 700, please refer to Figure 7 , including an on-board memory 710 and an on-board processor 720, wherein the on-board memory 710 is used to store computer programs; the on-board processor 720 is used to execute the computer programs stored in the memory to implement the vehicle control method of any embodiment.

[0146] The vehicle provided by the embodiments of the present application achieves the following technical effects: in response to a failure of the vehicle's steer-by-wire system, i.e., when the vehicle's steer-by-wire system fails, real-time vehicle driving data and driver operation data are acquired; a target driving torque is determined based on the real-time vehicle driving data and a target vehicle speed. By using the real-time driving data, the real-time driving conditions of the vehicle can be reflected, ensuring the accuracy of the determined target driving torque. Furthermore, the vehicle is driven using the target driving torque to accurately control the vehicle to travel at the target speed, avoiding a situation where subsequent steering control cannot be controlled due to the influence of the actual vehicle speed, thereby improving the robustness of the vehicle control method. The target braking torque is determined based on the driver operation data, multiple control modes, and a braking strategy. The multiple control modes are constructed based on a feedforward control method and a feedback control method. Determining the target braking torque using the multiple control modes can improve the response speed and control robustness of the system. Furthermore, the vehicle wheels are controlled to perform braking based on the target braking torque to generate steering capability, thereby improving the response speed and robustness of the vehicle control method, thereby improving the driving safety of the vehicle and enhancing the vehicle's intelligence level.

[0147] Those skilled in the art will appreciate that, similarly, the above-mentioned vehicle may also be a computing terminal. Figure 8 This is a hardware structure diagram of a computing terminal for implementing a vehicle control method according to an embodiment of the present application. Figure 8 As shown, a computing terminal 800 (e.g., a computer terminal, a mobile smart terminal, a vehicle terminal, or a cloud computing virtual terminal, etc.) may include: one or more processors 802 (e.g., may include processors 802a, 802b, ..., 802n), a memory 804 for storing data, and a transmission device 806 for implementing a communication function, wherein the processor 802 may include but is not limited to processing components such as a microprocessor (Microcontroller Unit, abbreviated as MCU) or a programmable logic device (Field Programmable Gate Array, abbreviated as FPGA).

[0148] The computing terminal 800 may also include a display, an input / output interface, a Universal Serial Bus (USB) port (the USB port may be used as one of the ports of a computer bus, not shown in the figure), a network interface (not shown in the figure), a power supply (not shown in the figure), and a camera (not shown in the figure).

[0149] It should be noted that the one or more processors 802 and / or other data processing circuits in the computing terminal 800 described above may be embodied in whole or in part as software, hardware, firmware, or any other combination thereof. Furthermore, the data processing circuit may be a single independent processing module, or may be fully or partially integrated into any of the other components in the computing terminal 800 (or mobile device).

[0150] The memory 804 can be used to store software programs and modules of application software, such as program instructions and data storage devices corresponding to the vehicle control method in the embodiment of the present application. The processor 802 executes various functional applications and data processing by running the software programs and modules stored in the memory 804, that is, implementing the above-mentioned vehicle control method. The memory 804 may include a high-speed random access memory and may also include a non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, the memory 804 may further include a memory remotely located relative to the processor 802, and these remote memories may be connected to the vehicle terminal via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0151] The transmission device 806 is used to receive or send data via a network. Specific examples of the aforementioned network may include a wireless network provided by a communication provider of the vehicle terminal. In one example, the transmission device 806 includes a network adapter (Network Interface Controller, abbreviated as NIC) and a network interface. The network adapter can be connected to other network devices through a base station so as to communicate with the Internet. The transmission device 806 can communicate data using a wired and / or wireless network connection. In one example, the transmission device 806 can be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0152] The input / output interface can be connected to the corresponding input / output devices of the computing terminal 800 to implement input / output functions. The input / output devices may include, but are not limited to, cursor control devices, keyboards, displays, etc. The above-mentioned input / output devices may be built into the computing terminal 800 or external devices connected to the computing terminal 800.

[0153] It can be understood by those skilled in the art that Figure 8 The structure of the computing terminal 800 shown is only for illustration and does not impose a strict limitation on the structure of the computing terminal 800. For example, the computing terminal 800 may also include Figure 8 More or fewer components than those shown in FIG, or computing terminal 800 may have the same Figure 8Different categories of components are shown.

[0154] The present application also provides an electronic device 900, please refer to Figure 9 , including a memory 910 and a processor 920, wherein the memory 910 is used to store computer programs; the processor 920 is used to execute the programs stored in the memory 910 to implement the vehicle control method introduced in any embodiment of the present application.

[0155] It can be understood by those skilled in the art that Figure 9 The structure shown is for illustration only, and the electronic device may also be a terminal device such as a smart phone (eg, an Android phone, an iOS phone, etc.), a tablet computer, a PDA, or a mobile Internet device (MID). Figure 9 The structure of the electronic device is not limited. For example, the electronic device 900 may further include Figure 9 More or fewer components (e.g., network interface, display device, etc.) shown in, or with Figure 9 Different configurations shown.

[0156] An embodiment of the present application further provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, the vehicle control method introduced in any embodiment of the present application is implemented.

[0157] Optionally, in this embodiment, the above-mentioned storage medium may include but is not limited to: a USB flash drive, a read-only memory (ROM), a random access memory (RAM), a mobile hard disk, a magnetic disk or an optical disk, and other media that can store computer programs.

[0158] The serial numbers of the above embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0159] In the above embodiments of the present application, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, please refer to the relevant description of other embodiments.

[0160] In this application, a plurality refers to two or more.

[0161] In this application, unless otherwise expressly defined, the terms "mounted," "connected," and "connected" should be interpreted broadly. For example, they can refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components. A person of ordinary skill in the art will understand the specific meanings of these terms in this application.

[0162] The terms "first," "second," "third," "fourth," etc. (if any) in this application are used to distinguish similar objects and are not necessarily used to describe a particular sequential order.

[0163] The term "and / or" in this application simply describes an association between related objects, indicating that three possible relationships exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this application generally indicates that the related objects are in an "or" relationship.

[0164] Unless otherwise specified, all steps of the present application may be performed sequentially or randomly. For example, a statement that the method includes steps A and B indicates that the method may include steps A and B performed sequentially, or steps B and A performed sequentially. For example, a statement that the method may also include step C indicates that step C may be added to the method in any order, for example, the method may include steps A, B, and C, or steps A, C, and B, or steps C, A, and B, etc.

[0165] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present application should be included in the scope of protection of the present application.

Claims

1. A vehicle control method, characterized in that: include: In response to a steer-by-wire system of the vehicle being in a failed state, acquiring real-time vehicle driving data and driver operation data; determining a target driving torque according to the real-time vehicle driving data and the target vehicle speed; driving the vehicle using the target driving torque to control the vehicle to travel at the target vehicle speed; determining a target braking torque based on the driver operation data, multiple control modes, and a braking strategy, wherein the multiple control modes are constructed according to a feedforward control method and a feedback control method, and the braking strategy is determined according to a tire slip ratio of the vehicle; The wheels of the vehicle are controlled to perform braking according to the target braking torque.

2. The vehicle control method according to claim 1, characterized in that: The real-time vehicle driving data includes a real-time vehicle speed and a tire adhesion coefficient. Determining the target driving torque according to the real-time vehicle driving data and the target vehicle speed includes: Calculating a total driving torque using the real-time vehicle speed, the target vehicle speed, and a proportional-integral control method; determining a driving strategy based on the tire adhesion coefficient and vehicle geometric parameters; The target driving torque is determined based on the total driving torque, driving motor parameters and the driving strategy.

3. The vehicle control method according to claim 2, characterized in that: The drive motor parameters include an electric reduction ratio of the drive motor. Based on the total drive torque, the drive motor parameters, and the drive strategy, determining the target drive torque includes: Distributing the total driving torque according to the driving strategy to obtain multi-axis driving torque; The target driving torque is calculated using the electric reduction ratio of the driving motor and the multi-axis driving torque.

4. The vehicle control method according to claim 1, wherein: The real-time vehicle driving data further includes a real-time yaw angular velocity, and the driver operation data includes steering wheel input data. Determining the target braking torque based on the driver operation data, multiple control modes, and braking strategies includes: determining a target yaw rate based on the steering wheel input data, the target vehicle speed, and a two-degree-of-freedom model of the vehicle, wherein the two-degree-of-freedom model of the vehicle is used to describe the motion characteristics of the vehicle in a lateral direction; Calculating an additional yaw moment based on the target yaw rate, the real-time yaw rate, and the multiple control modes; The target braking torque is determined using the additional yaw moment and the braking strategy.

5. The vehicle control method according to claim 4, characterized in that: Calculating the additional yaw moment based on the target yaw rate, the real-time yaw rate, and the multiple control modes includes: Determining a yaw transition duration using the target yaw rate, the real-time yaw rate, and a yaw time constant table, wherein the yaw transition duration is used to represent a duration for transitioning from the real-time yaw rate to the target yaw rate; Calculating a feedforward yaw torque according to the target yaw angular velocity, the real-time yaw angular velocity, and the yaw transition duration; Calculating a feedback yaw moment using the target yaw rate, the real-time yaw rate, and a feedback controller coefficient; A weighted calculation is performed on the feedforward yaw moment and the feedback yaw moment to determine the additional yaw moment.

6. The vehicle control method according to claim 4, characterized in that: The target braking torque includes at least a front wheel braking torque and a rear wheel braking torque. Determining the target braking torque using the additional yaw moment and the braking strategy includes: Calculating a total braking torque using the additional yaw moment and vehicle geometric parameters; The total braking torque is distributed according to the braking strategy to determine the rear wheel braking torque and the front wheel braking torque.

7. The vehicle control method according to claim 6, characterized in that: The braking strategy includes a rear wheel braking threshold. According to the braking strategy, the total braking torque is distributed to determine the rear wheel braking torque and the front wheel braking torque, including: determining a rear wheel braking threshold according to a tire slip rate of the vehicle; In response to the total braking torque being greater than the rear wheel braking threshold, determining the rear wheel braking threshold as the rear wheel braking torque; The front wheel braking torque is obtained by calculating the difference between the total braking torque and the rear wheel braking threshold.

8. The vehicle control method according to any one of claims 1 to 7, characterized in that: The driver operation data further includes a steering completion instruction, and the vehicle control method further includes: In response to the backup steering control system of the vehicle receiving the steering completion instruction, controlling the vehicle to release the target braking torque and the target driving torque according to a preset release strategy, and generating prompt information; The prompt information is sent to the vehicle multimedia system corresponding to the vehicle.

9. A vehicle control device, characterized in that: include: an acquisition module, configured to acquire real-time vehicle driving data and driver operation data in response to a steer-by-wire system of the vehicle being in a failed state; a first determining module, configured to determine a target driving torque according to the real-time driving data of the vehicle and a target vehicle speed; a driving module, configured to drive the vehicle using the target driving torque to control the vehicle to travel at the target vehicle speed; a second determination module, configured to determine a target braking torque based on the driver operation data, multiple control modes, and a braking strategy, wherein the multiple control modes are constructed according to a feedforward control method and a feedback control method, and the braking strategy is determined according to a tire slip ratio of the vehicle; The braking module is configured to control the wheels of the vehicle to perform braking according to the target braking torque.

10. A vehicle, characterized in that: Including on-board memory and on-board processor, among which, On-board memory for storing computer programs; An on-vehicle processor is used to execute a computer program stored in a memory to implement the vehicle control method according to any one of claims 1 to 8.

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