Vehicle control method and device, vehicle, medium and program product

Abstract

The invention provides a vehicle control method and device, a vehicle, a medium and a program product. The method comprises the following steps: determining a target transverse jumping distance of a vehicle under the condition of determining that the vehicle is about to jump transversely; determining the yawing moment of the vehicle according to the target transverse jumping distance; determining a transverse resultant force and a longitudinal resultant force of the vehicle according to the yawing moment; determining the torque difference of left and right wheels of the vehicle according to the yaw moment and the left and right wheel tread of the vehicle; applying a first driving force to a first wheel of the vehicle and a second driving force to a second wheel of the vehicle according to the torque difference between the left and right wheels and the lateral resultant force; meanwhile, an active suspension of the vehicle is controlled to generate the longitudinal resultant force so as to control transverse jumping of the vehicle; the first wheel and the second wheel are located on the first side of the vehicle. The first side comprises a front side or a rear side; the first wheel is different from the second wheel; the first driving force is different from the second driving force.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent driving, in particular to a vehicle control method and device, vehicle, medium and program product. BACKGROUND

[0002] During driving, the vehicle may be trapped in complex ground and unable to continue driving due to road conditions, such as muddy road, deep pit, sand beach, deep snow and the like. In the related art, the vehicle is usually controlled to escape by controlling the active suspension. However, in actual driving, the escape efficiency is low. SUMMARY

[0003] The present application provides a vehicle control method and device, vehicle, medium and program product, which are beneficial to improve the efficiency and success rate of vehicle escape by controlling vehicle lateral jump.

[0004] In a first aspect, the present application provides a vehicle control method, which comprises: determining a target lateral jump distance of a vehicle when the vehicle is to be laterally jumped; determining a yaw moment of the vehicle according to the target lateral jump distance; determining a lateral resultant force of the vehicle and a longitudinal resultant force of the vehicle according to the yaw moment; determining a left-right wheel torque difference of the vehicle according to the yaw moment and a wheel track of left and right wheels of the vehicle; applying a first driving force to a first wheel of the vehicle and a second driving force to a second wheel of the vehicle according to the left-right wheel torque difference and the lateral resultant force; and simultaneously controlling an active suspension of the vehicle to generate the longitudinal resultant force upward to control the vehicle to laterally jump; wherein the first wheel and the second wheel are located at a first side of the vehicle; the first side comprises a front side or a rear side; the first wheel is different from the second wheel; and the first driving force is different from the second driving force.

[0005] It can be understood that in the vehicle control method provided by the present application, when the vehicle is to be laterally jumped, the lateral resultant force and the longitudinal resultant force of the vehicle are determined by the target lateral jump distance; the active suspension of the vehicle is controlled to generate the longitudinal resultant force upward; and different driving forces are applied to the left wheel and the right wheel at the front side or the rear side of the vehicle according to the determined left-right wheel torque difference and the lateral resultant force, so as to generate a lateral resultant force in the lateral direction. In this way, the vehicle can generate a resultant force in the lateral direction by the longitudinal resultant force and the lateral resultant force, so as to control the vehicle to laterally jump. Therefore, in the case that the vehicle is in a narrow lane or is trapped, the efficiency and success rate of vehicle escape can be improved by controlling the vehicle to laterally jump.

[0006] In some embodiments, the determining the lateral resultant force of the vehicle and the longitudinal resultant force of the vehicle according to the yaw moment further comprises: determining the lateral resultant force of the vehicle according to the yaw moment of the vehicle; determining a friction angle of the vehicle according to a friction coefficient of a road on which the vehicle is located; and determining the longitudinal resultant force of the vehicle according to the friction angle and the lateral resultant force of the vehicle.

[0007] It can be understood that, in the vehicle control method provided by the embodiments of the present application, the longitudinal resultant force of the vehicle is determined according to the friction coefficient of the road on which the vehicle is located and the lateral resultant force of the vehicle after the lateral resultant force of the vehicle is determined. In this way, in the case of controlling the active suspension of the vehicle to generate an upward longitudinal resultant force, and applying different driving forces to the left wheel and the right wheel on the front side or the rear side of the vehicle according to the determined left-right wheel torque difference and the lateral resultant force, the vehicle can be ensured not to slip, thereby further improving the efficiency and success rate of the vehicle getting unstuck.

[0008] In some embodiments, the applying a first driving force to the first wheel of the vehicle and a second driving force to the second wheel of the vehicle according to the left-right wheel torque difference and the lateral resultant force further comprises: determining the first driving force and the second driving force according to the left-right wheel torque difference and the lateral resultant force; the first driving force being greater than the second driving force; determining a target side-slip position of the vehicle; determining the first wheel and the second wheel according to the target side-slip position; applying the first driving force to the first wheel and the second driving force to the second wheel.

[0009] It can be understood that, in the vehicle control method provided by the embodiments of the present application, the first wheel and the second wheel of the vehicle are determined by the target side-slip position, and the first driving force and the second driving force corresponding to the first wheel and the second wheel are determined, so that the corresponding first driving force is applied to the first wheel of the vehicle and the corresponding second driving force is applied to the second wheel of the vehicle. Based on this, the first wheel and the second wheel of the vehicle are used to make the vehicle side-slip to the target side-slip position. In this way, the energy consumption required for the vehicle to achieve side-slip to the target side-slip position can be reduced.

[0010] In some embodiments, the determining the first wheel and the second wheel according to the target side-slip position comprises: in the case that the target side-slip position is located on the left side of the vehicle, determining the first wheel as the right wheel and determining the second wheel as the left wheel; or in the case that the target side-slip position is located on the right side of the vehicle, determining the first wheel as the left wheel and determining the second wheel as the right wheel.

[0011] It can be understood that in the vehicle control method provided in the embodiment of the present application, if the target lateral jump position is on the left side of the vehicle, a greater driving force is applied to the right wheel of the vehicle and a smaller driving force is applied to the left wheel of the vehicle, which is beneficial to ensuring the success rate of the vehicle lateral jump to the left. If the target lateral jump position is on the right side of the vehicle, a greater driving force is applied to the left wheel of the vehicle and a smaller driving force is applied to the right wheel of the vehicle, which is beneficial to ensuring the success rate of the vehicle lateral jump to the right.

[0012] In some embodiments, applying a first driving force to the first wheel of the vehicle and applying a second driving force to the second wheel of the vehicle according to the left and right wheel torque difference and the lateral resultant force includes: applying a first driving force to the first wheel of the vehicle and the third wheel of the vehicle, and applying a second driving force to the second wheel of the vehicle and the fourth wheel of the vehicle according to the left and right wheel torque difference and the lateral resultant force; the first wheel and the third wheel are located on the second side, and the second wheel and the fourth wheel are located on the third side; the second side is different from the third side; the second side includes the left side or the right side, and the third side includes the left side or the right side.

[0013] It is understood that in the vehicle control method provided in the embodiment of the present application, by applying a first driving force to the two wheels on the second side of the vehicle and a second driving force to the two wheels on the third side of the vehicle, all four wheels of the vehicle are controlled simultaneously. This is beneficial in enabling the vehicle to adapt to a more complex first state when jumping to a target jumping position, thereby improving control flexibility and enhancing vehicle stability during jumping.

[0014] In some embodiments, the method also includes: in the event that the vehicle fails to jump laterally, redetermining the left and right wheel torque difference of the vehicle and / or redetermining the longitudinal resultant force of the vehicle; the redetermined left and right wheel torque difference is greater than the left and right wheel torque difference determined last time; the redetermined longitudinal resultant force is greater than the longitudinal resultant force determined last time; based on the redetermined left and right wheel torque difference and the lateral resultant force, applying a first driving force to the first wheel of the vehicle, and applying a second driving force to the second wheel of the vehicle; at the same time, controlling the active suspension of the vehicle to generate the upward redetermined longitudinal resultant force to control the vehicle from jumping laterally.

[0015] It can be understood that, in the vehicle control method provided by the embodiments of the present application, the failure of the vehicle to perform the lateral jump indicates that the longitudinal resultant force of the vehicle is insufficient, or the driving force of the left and right wheels of the vehicle is insufficient to enable the vehicle to perform the lateral jump; therefore, in the case where the vehicle fails to perform the lateral jump, the left and right wheel torques of the vehicle are increased and / or the longitudinal resultant force of the vehicle is increased, and then, based on the increased left and right wheel torques of the vehicle, a first driving force is applied to a first wheel of the vehicle and a second driving force is applied to a second wheel of the vehicle; and / or the active suspension of the vehicle is controlled to generate the increased longitudinal resultant force upward. In this way, the success rate and efficiency of the vehicle to perform the lateral jump to the target lateral jump position can be improved.

[0016] In a second aspect, the embodiments of the present application provide a vehicle control device, which comprises: a first determination module configured to determine a target lateral jump distance of a vehicle in a case where the vehicle is to perform a lateral jump; a second determination module configured to determine a yaw moment of the vehicle according to the target lateral jump distance; a third determination module configured to determine a lateral resultant force of the vehicle and a longitudinal resultant force of the vehicle according to the yaw moment; a fourth determination module configured to determine a left and right wheel torque difference of the vehicle according to the yaw moment and a wheel track of the left and right wheels of the vehicle; and a control module configured to apply a first driving force to a first wheel of the vehicle and a second driving force to a second wheel of the vehicle according to the left and right wheel torque difference and the lateral resultant force, and to control an active suspension of the vehicle to generate the longitudinal resultant force upward to control the vehicle to perform the lateral jump, wherein the first wheel and the second wheel are located on a first side of the vehicle, the first side comprises a front side or a rear side, the first wheel is different from the second wheel, and the first driving force is different from the second driving force.

[0017] In a third aspect, the embodiments of the present application provide a vehicle, comprising a memory and a processor, wherein the memory stores a computer program capable of running on the processor, and the processor implements the vehicle control method of the first aspect when executing the program.

[0018] In a fourth aspect, the embodiments of the present application provide a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the vehicle control method of the first aspect.

[0019] In a fifth aspect, the embodiments of the present application provide a computer program product, which comprises a computer program or instructions, and the computer program or instructions are executed by a processor to implement the vehicle control method of the first aspect. BRIEF DESCRIPTION OF DRAWINGS

[0020] The drawings incorporated in and forming a part of the specification, illustrate preferred embodiments of the present application and, together with the description, serve to explain the principles of the present application. It is apparent to those skilled in the art in light of the present disclosure that the scope of the present application encompasses more than the specific embodiments described below.

[0021] The flowcharts shown in the drawings are only exemplary and do not necessarily include all the contents and operations / steps, nor are they necessarily executed in the order described. For example, some operations / steps can be further divided, and some operations / steps can be combined or partially combined, so the actual execution order can be changed according to the actual situation.

[0022] Figure 1 An implementation flowchart of a vehicle control method provided for an embodiment of the present application Figure 1 ;

[0023] Figure 2 An implementation flowchart of determining vehicle lateral and longitudinal resultant forces provided for an embodiment of the present application

[0024] Figure 3 An implementation flowchart of applying driving force to the wheels provided for an embodiment of the present application

[0025] Figure 4 A lateral resultant force diagram provided for an embodiment of the present application

[0026] Figure 5 A longitudinal resultant force diagram provided for an embodiment of the present application

[0027] Figure 6 An oblique resultant force diagram provided for an embodiment of the present application

[0028] Figure 7 A position diagram of a vehicle before and after lateral jump provided for an embodiment of the present application

[0029] Figure 8 A module diagram of a vehicle control method provided for an embodiment of the present application

[0030] Figure 9 A vehicle control device diagram provided for an embodiment of the present application

[0031] Figure 10 A vehicle structure diagram provided for an embodiment of the present application DETAILED DESCRIPTION

[0032] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application.

[0033] In order to make the purposes, technical solutions and advantages of the present application clearer, the following further describes the present application with reference to the accompanying drawings, the described embodiments are only some of the embodiments of the present application, but not all the embodiments, therefore the described embodiments should not be regarded as limitations to the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.

[0034] In the following description, "some embodiments / other embodiments" are described, which describe a subset of all possible embodiments, but it can be understood that "some embodiments / other embodiments" can be the same subset or different subsets of all possible embodiments, and can be combined with each other without conflict.

[0035] In the following description, the terms "first / second" are only to distinguish similar objects, and do not represent a specific order of the objects, and it can be understood that "first / second" can be interchanged in a specific order or sequence as allowed, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0036] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the present application belongs. The terms used herein are only for the purpose of describing the embodiments of the present application, and are not intended to limit the present application.

[0037] In the related art, the vehicle escape mode includes: assisting escape through active suspension extension and contraction; escaping through tire deformation adjustment by inflating and deflating the wheels; and escaping with the help of additional environmental perception hardware.

[0038] However, the inventors of the present application found in the research and analysis of the above-mentioned related art that the above-mentioned related art has the following defects:

[0039] (1) assisting escape through active suspension extension and contraction may limit the escape direction;

[0040] (2) relying on tire deformation adjustment has low energy utilization rate and insufficient efficiency;

[0041] (3) escaping with the help of additional environmental perception hardware has high cost and lacks dynamic coordination.

[0042] Therefore, in the embodiments of the present application, a vehicle control method is provided, Figure 1 The implementation process of the vehicle control method provided in the embodiments of the present application is shown in Figure 1 As shown in Figure 1 The method comprises steps 101 to 105:

[0043] Step 101, determining a target lateral jump distance of the vehicle in a case that the vehicle is to be laterally jumped;

[0044] Step 102, determining a yaw moment of the vehicle according to the target lateral jump distance;

[0045] Step 103, determining a lateral resultant force of the vehicle and a longitudinal resultant force of the vehicle according to the yaw moment;

[0046] Step 104, determining a left-right wheel torque difference of the vehicle according to the yaw moment and a wheel track of the vehicle;

[0047] Step 105, applying a first driving force to a first wheel of the vehicle and applying a second driving force to a second wheel of the vehicle according to the left-right wheel torque difference and the lateral resultant force; and controlling an active suspension of the vehicle to generate the upward longitudinal resultant force to control the vehicle to be laterally jumped;

[0048] The first wheel and the second wheel are located at a first side of the vehicle; the first side comprises a front side or a rear side; the first wheel is different from the second wheel; and the first driving force is different from the second driving force.

[0049] It can be understood that in the vehicle control method provided by the embodiments of the present application, in a case that the vehicle is to be laterally jumped, the lateral resultant force and the longitudinal resultant force of the vehicle are determined through the target lateral jump distance; the active suspension of the vehicle is controlled to generate the upward longitudinal resultant force; and the left wheel and the right wheel at the front side or the rear side of the vehicle are applied with different driving forces according to the determined left-right wheel torque difference and the lateral resultant force, so that a lateral resultant force is generated in the lateral direction. In this way, the vehicle can generate a resultant force in the lateral direction through the longitudinal resultant force and the lateral resultant force, so as to control the vehicle to be laterally jumped. Thus, in a case that the vehicle is in a narrow work site or is trapped, the efficiency and the success rate of the vehicle to be rescued can be improved by controlling the vehicle to be laterally jumped.

[0050] The further optional embodiments of each of the above steps and related terms are described below.

[0051] In step 101, the target lateral jump distance of the vehicle is determined in a case that the vehicle is to be laterally jumped.

[0052] It should be understood that in the embodiments of the present application, the specific implementation of determining that the vehicle is to be side-jumped is not limited. In some embodiments, it is determined that the vehicle is to be side-jumped when the vehicle is in a first state, wherein the first state includes but is not limited to at least one of the following: a stuck state, a side-tilting state, a single-wheel suspension state; the stuck state includes but is not limited to at least one of the following: a mud pit stuck state, a sand pit stuck state, a snowfield stuck state, etc.

[0053] In the embodiments of the present application, the specific implementation of determining that the vehicle is in a first state is also not limited. In some embodiments, it is determined that the vehicle is in a first state through camera data of the vehicle. In other embodiments, it is determined that the vehicle is in a first state through wheel speed difference and height change of the active suspension. In still other embodiments, it is determined that the vehicle is in a first state through camera data of the vehicle, wheel speed difference and height of the active suspension.

[0054] Further, in some embodiments, it is determined that the vehicle is in a first state when the wheel difference is greater than or equal to a first threshold value and / or the height change of the active suspension is greater than or equal to a second threshold value; wherein the first threshold value is 15%, and the second threshold value is 100 mm; the height change of the active suspension greater than or equal to the second threshold value means that the height change of any wheel in the vehicle is greater than or equal to the second threshold value.

[0055] In some embodiments, the first state further includes a narrow parking space state. In still other embodiments, the first state further includes a state in which the vehicle is in a current lane with traffic jams or slow travel, and the left lane and / or the right lane of the current lane is not congested.

[0056] In the embodiments of the present application, the specific implementation of determining the target side-jumping distance of the vehicle is not limited. In some embodiments, the target side-jumping distance of the vehicle is determined based on path planning of camera data of the vehicle.

[0057] In step 102, the yaw moment of the vehicle is determined according to the target side-jumping distance.

[0058] It should be understood that in the embodiments of the present application, the target side-jumping distance is not limited. In some embodiments, the target side-jumping distance refers to the lateral distance of the vehicle deviating from the original driving path during side-jumping.

[0059] In the embodiments of the present application, the yaw moment of the vehicle is not limited. In some embodiments, the yaw moment refers to an external moment applied to the vehicle for changing the rotation state of the vehicle around its vertical axis (Z-axis), so as to adjust the actual yaw angular velocity of the vehicle to approach a target value, which is one of the core factors of vehicle dynamic stability control.

[0060] In some embodiments, the determining the yaw moment of the vehicle according to the target lateral jump distance comprises: determining a target yaw angle according to the target lateral jump distance; determining a target yaw angular velocity according to the target yaw angle; determining the yaw moment according to the target yaw angular velocity.

[0061] Further, in some embodiments, the determining the yaw moment according to the target yaw angular velocity comprises: establishing a vehicle dynamics model; determining a first yaw moment based on the vehicle dynamics model by a feedforward controller; determining a second yaw moment according to a Proportional-Integral-Derivative (PID) control, wherein the second yaw moment is used to represent a deviation between the target yaw moment and a current yaw moment; determining the target yaw moment according to the first yaw moment and the second yaw moment; and taking the target yaw moment as the yaw moment of the vehicle.

[0062] Exemplarily, in some embodiments, the vehicle dynamics model comprises a two-degree-of-freedom model.

[0063] In some embodiments, the yaw moment deviation is less than or equal to a third threshold value when a wheel slip rate of the vehicle is out of limit and / or a motor torque of the vehicle is out of limit. It should be understood that the third threshold value is not limited in the embodiments of the present application, and the third threshold value can be preset or adjusted by a user based on actual working conditions. Exemplarily, in one possible implementation, the first threshold value is 5%.

[0064] In step 103, a lateral resultant force of the vehicle and a longitudinal resultant force of the vehicle are determined according to the yaw moment.

[0065] In some embodiments, Figure 2 An implementation process schematic diagram for determining a lateral resultant force and a longitudinal resultant force of a vehicle provided by the embodiments of the present application is shown in Figure 2 The lateral resultant force and the longitudinal resultant force of the vehicle can be determined according to the yaw moment by the following steps 201 to 203:

[0066] In step 201, a lateral resultant force of the vehicle is determined according to the yaw moment of the vehicle.

[0067] In step 202, a friction angle of the vehicle is determined according to a friction coefficient of a road surface on which the vehicle is located.

[0068] In step 203, a longitudinal resultant force of the vehicle is determined according to the friction angle and the lateral resultant force of the vehicle.

[0069] It can be understood that in the vehicle control method provided by the embodiments of the present application, the longitudinal resultant force of the vehicle is determined according to the friction coefficient of the road surface on which the vehicle is located and the lateral resultant force of the vehicle in the case that the lateral resultant force of the vehicle is determined. In this way, in the case that the active suspension of the vehicle is controlled to generate an upward longitudinal resultant force, and the left wheel and the right wheel on the front side or the rear side of the vehicle are applied with different driving forces according to the determined left-right wheel torque difference and the lateral resultant force, the vehicle can be ensured not to slip, so as to further improve the efficiency and success rate of the vehicle getting out of trouble.

[0070] Further, in some embodiments, the lateral resultant force of the vehicle is determined according to the yaw moment of the vehicle, including: determining the lateral resultant force of the vehicle according to the mass of the vehicle, the lateral acceleration of the vehicle and the yaw moment of the vehicle.

[0071] In some embodiments, the friction angle of the vehicle is determined according to the friction coefficient of the road surface on which the vehicle is located, including: determining the arctangent value of the friction coefficient; determining the friction angle of the vehicle according to the arctangent value; wherein the friction angle is less than or equal to the arctangent value.

[0072] In some embodiments, the longitudinal resultant force of the vehicle is determined according to the friction angle and the lateral resultant force of the vehicle, including: determining the tangent value of the friction angle; determining the longitudinal resultant force of the vehicle according to the tangent value and the lateral resultant force; wherein the quotient of the longitudinal resultant force and the lateral resultant force is the tangent value.

[0073] Exemplarily, in a possible implementation, the resultant force direction is dynamically adjusted based on the real-time road surface friction coefficient μ by the following formula (1):

[0074]

[0075] Wherein, θ≤arctanμ; θ represents the friction angle; μ represents the friction coefficient; F z represents the longitudinal resultant force; F y represents the lateral resultant force.

[0076] In step 104, the left-right wheel torque difference of the vehicle is determined according to the yaw moment and the wheel track of the left and right wheels of the vehicle.

[0077] It should be understood that in the embodiments of this application, the left and right wheel track of the vehicle is not limited; the left and right wheel track refers to the horizontal distance between the center planes of the left and right wheels on the same axle of the vehicle, and is a key parameter affecting vehicle stability, handling, and spatial layout. In some embodiments, the left and right wheel track can be the left and right wheel track of the vehicle's front wheels. In other embodiments, the left and right wheels can also be the left and right wheel track of the vehicle's rear wheels.

[0078] In the embodiments of the present application, the left-right torque difference of the vehicle is not limited; the left-right torque difference refers to the difference in driving torque (torque) obtained by the left and right drive wheels of the vehicle. This left-right torque difference can cause a difference in the vehicle's left and right wheel speeds, thereby inducing vehicle yaw (rotation about a vertical axis), which can affect the vehicle's steering characteristics and stability.

[0079] In some embodiments, determining the left and right wheel torque difference of the vehicle based on the yaw moment and the left and right wheel track of the vehicle includes: taking the quotient of the yaw moment and the left and right wheel track of the vehicle as the left and right wheel torque difference of the vehicle.

[0080] In step 105, a first driving force is applied to the first wheel of the vehicle, and a second driving force is applied to the second wheel of the vehicle according to the left and right wheel torque difference and the lateral resultant force; at the same time, the active suspension of the vehicle is controlled to generate the upward longitudinal resultant force to control the lateral jump of the vehicle; wherein, the first wheel and the second wheel are located on a first side of the vehicle; the first side includes the front side or the rear side; the first wheel is different from the second wheel; and the first driving force is different from the second driving force.

[0081] It should be understood that in the embodiment of the present application, the first driving force being different from the second driving force includes: the magnitude of the first driving force being different from the magnitude of the second driving force; and the direction of the first driving force being different from the direction of the second driving force.

[0082] In some embodiments, Figure 3 A schematic diagram of a process for applying driving force to a wheel according to an embodiment of the present application is provided. Figure 3 As shown, a first driving force may be applied to a first wheel of the vehicle and a second driving force may be applied to a second wheel of the vehicle according to the left and right wheel torque difference and the lateral resultant force through the following steps 301 to 304:

[0083] Step 301: Determine the first driving force and the second driving force based on the left and right wheel torque difference and the lateral resultant force; the first driving force is greater than the second driving force;

[0084] Step 302, determining a target lateral jump position of the vehicle;

[0085] Capturing 303, determining the first wheel and the second wheel respectively according to the target lateral jump position;

[0086] Step 304, applying the first driving force to the first wheel and applying the second driving force to the second wheel.

[0087] It can be understood that in the vehicle control method provided by the embodiments of the present application, the first wheel and the second wheel of the vehicle are determined through the target lateral jump position, and the first driving force and the second driving force corresponding to the first wheel and the second wheel respectively are determined, so that the corresponding first driving force is applied to the first wheel of the vehicle and the corresponding second driving force is applied to the second wheel of the vehicle. Based on this, the first wheel and the second wheel of the vehicle are used to make the vehicle jump to the target lateral jump position. In this way, the energy consumption required for the vehicle to jump to the target lateral jump position can be reduced.

[0088] It should be understood that in the embodiments of the present application, "determining the first wheel and the second wheel respectively according to the target lateral jump position" can be understood as determining the first wheel corresponding to the first driving force and determining the second wheel corresponding to the second driving force according to the target lateral jump position.

[0089] In the embodiments of the present application, because the forces on different wheels of the vehicle are different, it can cause the target position of the vehicle to jump to be different. Therefore, according to the target lateral jump position of the vehicle, the first wheel corresponding to the larger first driving force is determined, and the second wheel corresponding to the smaller second driving force is determined; in this way, it is beneficial to ensure that the actual lateral jump position of the vehicle is the target lateral jump position of the vehicle.

[0090] It should be understood that in the embodiments of the present application, the target lateral jump position is not limited. In some embodiments, the target lateral jump position is located on the left side of the vehicle. In yet some embodiments, the target lateral jump position is located on the right side of the vehicle.

[0091] In some embodiments, the first wheel and the second wheel are both front wheels of the vehicle. In other embodiments, the first wheel and the second wheel are both rear wheels of the vehicle.

[0092] In some embodiments, the determining the first wheel and the second wheel respectively according to the target lateral jump position comprises: in the case that the target lateral jump position is located on the left side of the vehicle, determining the first wheel as a right wheel and determining the second wheel as a left wheel; or in the case that the target lateral jump position is located on the right side of the vehicle, determining the first wheel as a left wheel and determining the second wheel as a right wheel.

[0093] It can be understood that, in the vehicle control method provided by the embodiments of the present application, for the target lateral jump position being located on the left side of the vehicle, applying a greater driving force to the right wheel of the vehicle and applying a smaller driving force to the left wheel of the vehicle is beneficial to ensuring the success rate of the left lateral jump of the vehicle. For the target lateral jump position being located on the right side of the vehicle, applying a greater driving force to the left wheel of the vehicle and applying a smaller driving force to the right wheel of the vehicle is beneficial to ensuring the success rate of the right lateral jump of the vehicle.

[0094] In some embodiments, the determining the first wheel and the second wheel according to the target lateral jump position comprises: determining the wheel located on the inner side of the target lateral jump position as the second wheel, and determining the wheel located on the outer side of the target lateral jump position as the first wheel, so as to generate a yaw moment to the target lateral jump position.

[0095] It should be understood that, in the embodiments of the present application, the specific positions of the left wheel of the vehicle and the right wheel of the vehicle are not limited. In some embodiments, the left wheel and the right wheel are both front wheels of the vehicle or the left wheel and the right wheel are both rear wheels of the vehicle.

[0096] In some embodiments, the determining the first wheel and the second wheel according to the target lateral jump position comprises: determining the wheel located on the inner side of the target lateral jump position as the second wheel, and determining the wheel located on the outer side of the target lateral jump position as the first wheel, so as to generate a yaw moment to the target lateral jump position.

[0097] In some embodiments, the determining the first wheel and the second wheel according to the target lateral jump position comprises: determining the wheel located on the inner side of the target lateral jump position as the second wheel, and determining the wheel located on the outer side of the target lateral jump position as the first wheel, so as to generate a yaw moment to the target lateral jump position.

[0098] Further, in some embodiments, the determining the first wheel and the second wheel according to the target lateral jump position comprises: in the case that the target lateral jump position is located on the left side of the vehicle, determining the first wheel as the right wheel and determining the second wheel as the left wheel; or, in the case that the target lateral jump position is located on the right side of the vehicle, determining the first wheel as the left wheel and determining the second wheel as the right wheel.

[0099] In some embodiments, the applying the first driving force to the first wheels of the vehicle and the second driving force to the second wheels of the vehicle according to the left-right wheel torque difference and the lateral resultant force comprises: applying the first driving force to the first wheels of the vehicle and the third wheels of the vehicle, and applying the second driving force to the second wheels of the vehicle and the fourth wheels of the vehicle; the first wheels and the third wheels are located at a second side, the second wheels and the fourth wheels are located at a third side; the second side is different from the third side; the second side comprises a left side or a right side, and the third side comprises a left side or a right side.

[0100] It can be understood that, in the vehicle control method provided by the embodiments of the present application, the four wheels of the vehicle are controlled at the same time by applying the first driving force to the two wheels located at the second side of the vehicle and applying the second driving force to the two wheels located at the third side of the vehicle. In this way, it is beneficial to adapt to more complex first states when the vehicle is laterally jumped to the target lateral jump position, and to improve the flexibility of control and the stability of the vehicle when the vehicle is laterally jumped.

[0101] Further, in some embodiments, the applying the first driving force to the first wheels and the third wheels of the vehicle and the second driving force to the second wheels and the fourth wheels of the vehicle according to the left-right wheel torque difference and the lateral resultant force comprises: determining the first driving force and the second driving force according to the left-right wheel torque difference and the lateral resultant force; the first driving force is greater than the second driving force; determining a target lateral jump position of the vehicle; determining the first wheels, the second wheels, the third wheels and the fourth wheels respectively according to the target lateral jump position; applying the first driving force to the first wheels of the vehicle and the third wheels of the vehicle, and applying the second driving force to the second wheels of the vehicle and the fourth wheels of the vehicle.

[0102] In some embodiments, the determining the first wheels, the second wheels, the third wheels and the fourth wheels respectively according to the target lateral jump position comprises: in the case that the target lateral jump position is located at a left side of the vehicle, determining the first wheels and the third wheels as right wheels, and determining the second wheels and the fourth wheels as left wheels; or, in the case that the target lateral jump position is located at a right side of the vehicle, determining the first wheels and the third wheels as left wheels, and determining the second wheels and the fourth wheels as right wheels.

[0103] In some embodiments, the controlling the active suspension of the vehicle to generate the upward longitudinal resultant force comprises: controlling the active suspension to compress an accumulator (for example, a spring group or a hydraulic system) to generate the upward longitudinal resultant force.

[0104] In some embodiments, the method further comprises: in the case that the vehicle fails to perform the lateral jump, re-determining the left-right wheel torque difference of the vehicle and / or re-determining the longitudinal resultant force of the vehicle; the re-determined left-right wheel torque difference is greater than the previously determined left-right wheel torque difference; the re-determined longitudinal resultant force is greater than the previously determined longitudinal resultant force; and applying a first driving force to the first wheel of the vehicle and applying a second driving force to the second wheel of the vehicle according to the re-determined left-right wheel torque difference and the lateral resultant force, while controlling the active suspension of the vehicle to generate the re-determined longitudinal resultant force upward to control the vehicle to perform the lateral jump.

[0105] It can be understood that, in the vehicle control method provided by the embodiments of the present application, the failure of the vehicle to perform the lateral jump indicates that the longitudinal resultant force of the vehicle is insufficient or the left-right wheel driving force of the vehicle is insufficient to enable the vehicle to perform the lateral jump; therefore, in the case that the vehicle fails to perform the lateral jump, the left-right wheel torque of the vehicle is increased and / or the longitudinal resultant force of the vehicle is increased, and then a first driving force is applied to the first wheel of the vehicle and a second driving force is applied to the second wheel of the vehicle based on the increased left-right wheel torque of the vehicle, and / or the active suspension of the vehicle is controlled to generate the increased longitudinal resultant force upward. In this way, the success rate and efficiency of the vehicle to perform the lateral jump to the target lateral jump position can be improved.

[0106] It should be understood that, in the embodiments of the present application, the re-determined left-right wheel torque difference of the vehicle is not limited, and the re-determined longitudinal resultant force of the vehicle is also not limited.

[0107] In some embodiments, the method further comprises: increasing the PID gain coefficient. It should be understood that, in the embodiments of the present application, the increased PID gain coefficient is not limited. For example, in one possible implementation, the PID gain coefficient is increased by 20%.

[0108] An exemplary application of the embodiments of the present application in an actual application scenario will be described below.

[0109] The embodiments of the present application can be applied to the field of electric control chassis, and are used to solve the use scenarios of vehicle escape, car moving, etc.

[0110] In some embodiments, when the vehicle is located in a narrow parking space or is trapped in off-road working conditions, the vehicle is made to perform a lateral oblique jump to escape by cooperation of the active suspension and the vehicle torque vector control. When the active suspension is stored and jumps upward, the lateral force is generated by cooperation of the wheel end torque vector control, and the upward resultant force is generated on the vehicle to make the vehicle perform a lateral jump to escape.

[0111] In some embodiments, the oblique force synthesis mechanism includes: generating vertical force (i.e., an example of longitudinal force) and regulating lateral force (i.e., an example of lateral force). For generating vertical force: the active suspension compresses and stores force through an accumulator (such as a spring group or a hydraulic system). For example, in one possible implementation, the maximum lifting force of the active suspension is 44 kilonewtons (kN), and energy is released at a speed of 140 millimeters per second (mm / s) to achieve vertical jump of the vehicle body. For regulating lateral force: the torque vectoring module (dual motor or brake distribution) generates the left and right wheel torque difference ΔT, generates a yaw moment through the following formula (2), and calculates the lateral force F based on the determined yaw moment y , driving the vehicle sideways:

[0112] Mz=ΔT·r (2)

[0113] Where r represents the left and right wheel track of the vehicle.

[0114] In some embodiments, the direction of the resultant force can be optimized by dynamically adjusting the direction of the resultant force based on the real-time road friction coefficient μ using the following formula (3):

[0115]

[0116] Where, θ≤arctanμ; θ represents the friction angle; μ represents the friction coefficient; F z Indicates the longitudinal force; F y represents the lateral resultant force; ensuring θ ≤ arctan μ can prevent the vehicle from skidding.

[0117] In some embodiments, Figure 4 A schematic diagram of a lateral resultant force provided in an embodiment of the present application is shown in FIG. Figure 4 As shown, applying driving forces in different directions to the left and right wheels of the vehicle enables the vehicle to generate a yaw moment, thereby generating a lateral resultant force, Fy represents the lateral resultant force; Figure 5 A schematic diagram of a longitudinal resultant force provided in an embodiment of the present application is shown in FIG. Figure 5 As shown, Fz represents the longitudinal resultant force.

[0118] In some embodiments, multimodal collaborative control may be performed through the following steps 11 to 13:

[0119] Step 11, escape mode recognition: integrating wheel speed difference, vehicle body posture sensor, and camera data to distinguish between scenarios such as the vehicle being stuck in a mud pit, the vehicle being stuck in a sand pit, lateral movement, roll, and single wheel being suspended (i.e., an example of the first state).

[0120] Step 12, dynamic parameter adjustment: adopt feedforward-feedback compound control, the feedforward module calculates the target yaw rate based on the two-degree-of-freedom model, and the feedback module corrects the actual yaw deviation through PID.

[0121] Step 13, coordination of limited working conditions: when the wheel slip rate or motor torque is out of limit, the yaw moment deviation ≤5% is preferentially ensured.

[0122] In some embodiments, the system composition of the vehicle includes: an active suspension system, a torque vectoring subsystem; wherein the active suspension subsystem includes an accumulator, a hydraulic pump, and a height sensor, and supports single-wheel independent take-off; the torque vectoring subsystem includes: a rear axle dual-motor drive; in an exemplary possible implementation, the single-wheel torque adjustment range is ±1500 Nm, and the response time is less than or equal to 50 milliseconds (ms).

[0123] In some embodiments, the vehicle further includes a central controller; wherein the central controller is used to integrate a real-time road surface recognition algorithm and a dynamic allocation strategy.

[0124] In some embodiments, the vehicle can be rescued by the following steps 21 to 25:

[0125] Step 21, state detection: determine the stuck type through the wheel speed difference (for example: threshold ≥ 15%) and the suspension height change (for example: single-wheel lifting ≥ 100 mm).

[0126] Step 22, accumulator preloading: compress the accumulator to an energy threshold (for example: spring compression amount reaches 80%), and pre-allocate an external wheel torque increment (for example: allocate an external wheel torque + 500 Newton-meters (Nm) in a mud pit scenario).

[0127] Step 23, diagonal rescue execution.

[0128] In an exemplary possible implementation, vertically take off: the accumulator releases energy, the suspension lifts the vehicle body at a speed of 140 mm / s, and the single-wheel maximum lifting force is 30 kN.

[0129] Step 24, side traction.

[0130] In an exemplary possible implementation, the torque vectoring module applies ΔT = 800 Nm; in the case of a left-right wheel track difference of 1.5 meters, the yaw moment Mz = 800 x 1.5 m = 1200 Nm, and the resultant force direction θ = 37°.

[0131] Step 25, iterative optimization: if the first rescue fails, increase the suspension amplitude and torque difference.

[0132] For example, in one possible implementation, the suspension amplitude is increased to 200 millimeters (mm), and the PID gain coefficient is increased by 20%.

[0133] When the vehicle control method provided in the embodiment of the present application is applied, for escaping from a mud pit: the vertical force F y =30Kn and lateral force F z =4000N The resulting diagonal force is 31.2kN, shortening the escape time by 60% compared to traditional methods. For rollover rescue: The left front wheel is lifted 150mm, the right rear wheel torque is locked to 1200Nm, the vehicle body yaw rate deviation is less than or equal to 2° / s, and balance is restored within 3 seconds.

[0134] In some embodiments, the active suspension is used to generate vertical force by accumulating energy and then jumping, and the lateral force is distributed in coordination with the torque vectoring control to synthesize an oblique resultant force that is adaptive to the road friction coefficient. The direction of the oblique resultant force θ satisfies Wherein, θ≤arctanμ; μ is the real-time road friction coefficient.

[0135] In some embodiments, Figure 6 A schematic diagram of an oblique resultant force provided in an embodiment of the present application is shown in FIG. Figure 6 As shown, Fz represents the longitudinal resultant force, Fy represents the lateral resultant force, and Ftotal represents the oblique resultant force. Figure 7 A schematic diagram of the position of a vehicle before and after a lateral jump is provided in an embodiment of the present application, such as Figure 7 As shown, the curve represents the initial position of the vehicle, and the solid line represents the position of the vehicle after the sideways jump.

[0136] In some embodiments, the torque vectoring module uses a dual-motor drive on the rear axle, with a single-wheel torque adjustment response time of less than or equal to 50ms and a torque difference range of ±1500Nm. Figure 8 A schematic diagram of a module for implementing a vehicle control method provided in an embodiment of the present application is shown as follows: Figure 8 As shown, the modules required to implement the vehicle control method include: wheel speed sensors, body posture sensors, cameras, a central processing unit (CPU), active suspension, drive system, and braking system. In some embodiments, the CPU generates a control strategy based on data transmitted by the wheel speed sensors, body posture sensors, and cameras to control the vehicle's active suspension, drive system, and braking system.

[0137] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application and are not limiting. Although the present application has been described in detail with reference to the preferred embodiments, ordinary technicians in this field should understand that the technical solutions of the present application can be modified or replaced by equivalents without departing from the purpose and scope of the technical solutions of the present application, which should be included in the scope of protection of the present application.

[0138] It should be noted that although the steps of the method in the present application are described in a specific order in the drawings, this does not require or imply that the steps must be performed in this specific order, or that all the steps shown must be performed to achieve the desired result. In addition or alternatively, some steps can be omitted, a plurality of steps can be combined into one step, and / or one step can be divided into a plurality of steps, etc.; or, the steps in different embodiments can be combined into a new technical solution. Based on the foregoing embodiments, the embodiments of the present application provide a device including the modules included therein and the units included in the modules, which can be implemented by a processor; of course, it can also be implemented by a specific logic circuit; in the implementation process, the processor can be an AI acceleration engine (such as NPU, etc.), a graphics processing unit (GPU), a central processing unit (CPU), a microprocessor (MPU), a digital signal processor (DSP), or a field programmable gate array (FPGA), etc.

[0139] Figure 9 A schematic diagram of a vehicle control device provided by the embodiments of the present application is shown in Figure 9 The vehicle control device 90 includes a first determination module 901, a second determination module 902, a third determination module 903, a fourth determination module 904, and a control module 905; wherein,

[0140] The first determination module 901 is configured to determine a target lateral jump distance of the vehicle when it is determined that the vehicle is to be laterally jumped;

[0141] The second determination module 902 is configured to determine a yaw moment of the vehicle according to the target lateral jump distance;

[0142] The third determination module 903 is configured to determine a lateral resultant force of the vehicle and a longitudinal resultant force of the vehicle according to the yaw moment;

[0143] The fourth determination module 904 is configured to determine a left-right wheel torque difference of the vehicle according to the yaw moment and a left-right wheel track of the vehicle;

[0144] The control module 905 is configured to apply a first driving force to a first wheel of the vehicle and a second driving force to a second wheel of the vehicle according to the left-right wheel torque difference and the lateral resultant force; and control the active suspension of the vehicle to generate the upward longitudinal resultant force to control the lateral jump of the vehicle; wherein the first wheel and the second wheel are located on a first side of the vehicle; the first side includes a front side or a rear side; the first wheel is different from the second wheel; and the first driving force is different from the second driving force.

[0145] In some embodiments, the third determining module 903 is configured to determine a lateral resultant force of the vehicle according to a yaw moment of the vehicle; determine a friction angle of the vehicle according to a friction coefficient of a road surface on which the vehicle is located; and determine a longitudinal resultant force of the vehicle according to the friction angle and the lateral resultant force.

[0146] In some embodiments, the control module 905 is configured to determine the first driving force and the second driving force according to the left-right wheel torque difference and the lateral resultant force; the first driving force is greater than the second driving force; determine a target fishtail position of the vehicle; determine the first wheel and the second wheel according to the target fishtail position; apply the first driving force to the first wheel and the second driving force to the second wheel.

[0147] In some embodiments, the control module 905 is configured to determine the first wheel as a right wheel and the second wheel as a left wheel when the target fishtail position is located on a left side of the vehicle, or determine the first wheel as a left wheel and the second wheel as a right wheel when the target fishtail position is located on a right side of the vehicle.

[0148] In some embodiments, the control module 905 is configured to apply a first driving force to a first wheel of the vehicle and a third wheel of the vehicle, and apply a second driving force to a second wheel of the vehicle and a fourth wheel of the vehicle according to the left-right wheel torque difference and the lateral resultant force; the first wheel and the third wheel are located on a second side, and the second wheel and the fourth wheel are located on a third side; the second side is different from the third side; the second side includes a left side or a right side, and the third side includes a left side or a right side.

[0149] In some embodiments, the vehicle control device further comprises a fifth determining module; wherein the fifth determining module is configured to re-determine the left-right wheel torque difference of the vehicle and / or re-determine the longitudinal resultant force of the vehicle when the vehicle fishtails fail; the re-determined left-right wheel torque difference is greater than the previously determined left-right wheel torque difference; the re-determined longitudinal resultant force is greater than the previously determined longitudinal resultant force; and the control module is configured to apply a first driving force to a first wheel of the vehicle and a second driving force to a second wheel of the vehicle according to the re-determined left-right wheel torque difference and the lateral resultant force; and control the active suspension of the vehicle to generate the re-determined longitudinal resultant force upward to control the vehicle to fishtail.

[0150] The description of the above device embodiments is similar to the description of the above method embodiments, and has similar beneficial effects to the method embodiments. For technical details not disclosed in the device embodiments of the present application, please refer to the description of the method embodiments of the present application.

[0151] It should be noted that the division of the modules in the embodiments of the present application is illustrative, and is only a logical functional division. In actual implementation, another division manner can be used. In addition, each functional unit in each embodiment of the present application can be integrated in one processing unit, or can be physically separated, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware, or in the form of a software functional unit. It can also be realized in the form of a combination of software and hardware.

[0152] It should be noted that, in the embodiments of the present application, if the above method is realized in the form of a software functional module and sold or used as an independent product, it can also be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the embodiments of the present application can be embodied in the form of a software product, which is stored in a storage medium and includes a plurality of instructions for causing a vehicle to execute all or part of the methods described in the embodiments of the present application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM), a magnetic disk or an optical disk, and various program code storage media. Thus, the embodiments of the present application are not limited to any specific combination of hardware and software.

[0153] The embodiments of the present application provide a vehicle, Figure 10 The structure schematic diagram of the vehicle provided by the embodiments of the present application is shown in Figure 10 As shown in the figure, the vehicle 100 includes a memory 1001 and a processor 1002, the memory 1001 stores a computer program executable on the processor 1002, and the processor 1002 executes the program to realize the steps in the method provided in the above embodiments.

[0154] It should be noted that the memory 1001 is configured to store instructions and applications executable by the processor 1002, and can also buffer data (for example, image data, audio data, voice communication data and video communication data) to be processed or having been processed in the processor 1002 and the vehicle 100, which can be realized by a flash (FLASH) or a random access memory (RAM).

[0155] It should be understood that, in the embodiments of the present application, the vehicle 100 is not limited. In some embodiments, the vehicle includes an active suspension.

[0156] The embodiment of the present application provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement steps in the method provided in the above embodiment.

[0157] The embodiment of the present application provides a computer program product containing instructions, which, when running on a computer, causes the computer to execute steps in the method provided in the above method embodiment.

[0158] It should be noted that the description of the above storage medium and vehicle embodiment is similar to the description of the above method embodiment, and has similar beneficial effects to the method embodiment. For technical details not disclosed in the storage medium and vehicle embodiment of the present application, please refer to the description of the method embodiment of the present application.

[0159] It should be understood that the "one embodiment" or "an embodiment" or "some embodiments" mentioned throughout the specification means that the specific features, structures or characteristics related to the embodiment are included in at least one embodiment of the present application. Therefore, "in one embodiment" or "in an embodiment" or "in some embodiments" appearing throughout the specification does not necessarily mean the same embodiment. In addition, these specific features, structures or characteristics can be combined in one or more embodiments in any suitable manner. It should be understood that in various embodiments of the present application, the size of the sequence number of the above processes does not mean the order of execution, and the execution order of the processes should be determined according to its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiments of the present application. The sequence number of the above embodiments of the present application is only for description, not representing the advantages and disadvantages of the embodiments. The above description of each embodiment tends to emphasize the differences between each embodiment, and the same or similar parts can be referred to each other. For the sake of brevity, this paper will not repeat here.

[0160] The term "and / or" in this paper is only a description of the association relationship of the associated objects, which means that there can be three kinds of relationships, for example, object A and / or object B, which can represent three cases of the existence of object A, the existence of object A and object B, and the existence of object B.

[0161] It should be noted that in this paper, the term "include", "contain" or any other variant thereof is intended to cover non-exclusive inclusion, so that the process, method, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or includes elements inherent to such process, method, article or vehicle. Without more limitations, the element defined by the sentence "including a" does not exclude the existence of other identical elements in the process, method, article or device including the element.

[0162] In several embodiments provided in the present application, it should be understood that the disclosed vehicle and method can be implemented in other manners. The above described embodiments are merely exemplary, for example, the division of the modules is merely logical function division, and there can be other division manners in actual implementation, for example, a plurality of modules or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the various components shown or discussed can be indirect coupling or communication connection through some interfaces, and there can be electrically, mechanically or other forms of coupling or communication connection between the various components.

[0163] The modules illustrated above as separated components can or can not be physically separated, and the components illustrated as modules can or can not be physical modules; they can be located in one place or distributed on a plurality of network units; and part or all of the modules can be selected according to actual needs to achieve the purpose of the embodiments.

[0164] In addition, each functional module in each embodiment of the present application can be integrated in one processing unit, or each module can be a separate unit, or two or more modules can be integrated in one unit; and the integrated module can be realized in the form of hardware or hardware plus software functional unit.

[0165] Those skilled in the art can understand that all or part of the steps of the above-mentioned method embodiments can be completed by a program instruction related hardware, and the foregoing program can be stored in a computer readable storage medium, and the program is executed to perform the steps of the above-mentioned method embodiments; and the foregoing storage medium includes: mobile storage equipment, read only memory (Read Only Memory, ROM), magnetic disc or optical disc and various storage program codes.

[0166] Alternatively, the integrated unit of the present application, if implemented in the form of a software functional module and sold or used as an independent product, can also be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the embodiments of the present application can be embodied in the form of a software product, and the computer software product is stored in a storage medium, and includes a plurality of instructions for causing a vehicle to execute all or part of the methods described in the embodiments of the present application. The foregoing storage medium includes: mobile storage equipment, ROM, magnetic disc or optical disc and various storage program codes.

[0167] The methods disclosed in the several method embodiments provided in the present application can be combined arbitrarily without conflict to obtain new method embodiments.

[0168] The features disclosed in several product embodiments provided by the present application can be arbitrarily combined, without conflict, to obtain new product embodiments.

[0169] The features disclosed in several method or vehicle embodiments provided by the present application can be arbitrarily combined, without conflict, to obtain new method embodiments or vehicle embodiments.

[0170] The above description is merely illustrative of the application, and the scope of the application is not limited thereto. Any variations and modifications of the application, which would be apparent to those skilled in the art, are to be considered within the scope of the application.

Claims

1. A vehicle control method, characterized in that: The method comprises: When it is determined that the vehicle is to jump laterally, determining a target jumping distance of the vehicle; determining a yaw moment of the vehicle according to the target lateral jump distance; determining a lateral resultant force of the vehicle and a longitudinal resultant force of the vehicle based on the yaw moment; determining a torque difference between left and right wheels of the vehicle according to the yaw moment and the left and right wheel tracks of the vehicle; applying a first driving force to a first wheel of the vehicle and a second driving force to a second wheel of the vehicle based on the left and right wheel torque difference and the lateral resultant force; and simultaneously controlling the active suspension of the vehicle to generate the upward longitudinal resultant force to control the vehicle from hopping. The first wheel and the second wheel are located on a first side of the vehicle; the first side includes a front side or a rear side; the first wheel is different from the second wheel; and the first driving force is different from the second driving force.

2. The vehicle control method according to claim 1, characterized in that: The determining of the lateral resultant force of the vehicle and the longitudinal resultant force of the vehicle according to the yaw moment further includes: determining a lateral resultant force of the vehicle based on the yaw moment of the vehicle; determining a friction angle of the vehicle based on a friction coefficient of a road surface on which the vehicle is located; The longitudinal resultant force of the vehicle is determined based on the friction angle and the lateral resultant force of the vehicle.

3. The vehicle control method according to claim 1, characterized in that: The method further comprises applying a first driving force to a first wheel of the vehicle and applying a second driving force to a second wheel of the vehicle according to the left and right wheel torque difference and the lateral resultant force. determining the first driving force and the second driving force according to the left and right wheel torque difference and the lateral resultant force; the first driving force is greater than the second driving force; determining a target lateral jump position of the vehicle; determining the first wheel and the second wheel respectively according to the target lateral jump position; The first driving force is applied to the first wheel, and the second driving force is applied to the second wheel.

4. The vehicle control method according to claim 3, characterized in that: The step of determining the first wheel and the second wheel respectively according to the target lateral jump position includes: When the target lateral jump position is located on the left side of the vehicle, the first wheel is determined to be the right wheel, and the second wheel is determined to be the left wheel; or When the target lateral jump position is located on the right side of the vehicle, the first wheel is determined to be the left wheel, and the second wheel is determined to be the right wheel.

5. The vehicle control method according to claim 1, characterized in that: The applying a first driving force to a first wheel of the vehicle and applying a second driving force to a second wheel of the vehicle according to the left and right wheel torque difference and the lateral resultant force comprises: According to the left and right wheel torque difference and the lateral resultant force, a first driving force is applied to the first wheel of the vehicle and the third wheel of the vehicle, and a second driving force is applied to the second wheel of the vehicle and the fourth wheel of the vehicle; the first wheel and the third wheel are located on the second side, and the second wheel and the fourth wheel are located on the third side; the second side is different from the third side; the second side includes the left side or the right side, and the third side includes the left side or the right side.

6. The vehicle control method according to any one of claims 1 to 5, characterized in that: The method further comprises: In the event that the vehicle fails to jump laterally, re-determine the left and right wheel torque difference of the vehicle and / or re-determine the longitudinal resultant force of the vehicle; the re-determined left and right wheel torque difference is greater than the left and right wheel torque difference determined previously; and the re-determined longitudinal resultant force is greater than the longitudinal resultant force determined previously; Based on the re-determined left and right wheel torque difference and the lateral resultant force, a first driving force is applied to the first wheel of the vehicle, and a second driving force is applied to the second wheel of the vehicle; at the same time, the active suspension of the vehicle is controlled to generate the re-determined upward longitudinal resultant force to control the lateral jump of the vehicle.

7. A vehicle control device, characterized in that: The device comprises: A first determining module is configured to determine a target lateral jump distance of the vehicle when it is determined that the vehicle is to lateral jump; a second determining module configured to determine a yaw moment of the vehicle according to the target lateral jump distance; a third determining module configured to determine a lateral resultant force of the vehicle and a longitudinal resultant force of the vehicle according to the yaw moment; a fourth determining module configured to determine a left-right wheel torque difference of the vehicle based on the yaw moment and the left-right wheel track of the vehicle; A control module is configured to apply a first driving force to a first wheel of the vehicle and a second driving force to a second wheel of the vehicle based on the left and right wheel torque difference and the lateral resultant force; at the same time, control the active suspension of the vehicle to generate the upward longitudinal resultant force to control the lateral jump of the vehicle; wherein the first wheel and the second wheel are located on a first side of the vehicle; the first side includes the front side or the rear side; the first wheel is different from the second wheel; and the first driving force is different from the second driving force.

8. A vehicle comprising a memory and a processor, wherein the memory stores a computer program that can be run on the processor, characterized in that: When the processor executes the computer program, the method according to any one of claims 1 to 6 is implemented.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method according to any one of claims 1 to 6 is implemented.

10. A computer program product comprising a computer program or instructions, characterized in that When the computer program or instruction is executed by a processor, the method according to any one of claims 1 to 6 is implemented.

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