Vehicle control method, electronic equipment and storage medium

Abstract

The invention provides a vehicle control method, electronic equipment and a storage medium, and the method comprises the steps: controlling the driving torque of wheels according to the actual slip rate and the target slip rate of the wheels under the condition that a low-load starting stability control function of a vehicle is activated, a first deviation between the target slip rate and the actual slip rate is maintained in a first set range; and according to the actual yaw velocity and the target yaw velocity of the vehicle, the rear wheel rotation angle is controlled, so that a second deviation between the target yaw velocity and the actual yaw velocity is maintained within a second set range. According to the technical scheme, the acceleration performance of the vehicle under the low-load starting working condition is effectively improved, the steering wheel correction amplitude and frequency of a driver are effectively reduced, the control confidence of the driver is enhanced, and the driving control experience is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle stability control technology, specifically to a vehicle control method, electronic device, and storage medium. Background Technology

[0002] As the automotive industry shifts towards new energy and intelligent technologies, users are demanding higher levels of vehicle handling stability. To meet these needs, more and more models are being equipped with rear-wheel steering systems. However, despite these upgrades, the vehicle's control performance in complex conditions (such as low-friction start-up) has not significantly improved. Specific issues include: when starting on low-friction surfaces (such as ice, snow, or slippery surfaces), vehicles are prone to skidding and fishtailing; rear-wheel steering systems are typically used to improve low-speed steering agility, but their control strategies in dynamic and complex road conditions are still inadequate.

[0003] Therefore, combining vehicle configuration upgrades with the integration of a rear-wheel steering system and improving vehicle stability under low-traction start-up conditions through rear-wheel steering compensation is an effective measure to solve the problem of vehicle handling stability under dynamic and complex conditions.

[0004] In view of the above, this application is hereby submitted. Summary of the Invention

[0005] This application aims to provide a vehicle control method, electronic device, and storage medium that effectively improves the acceleration performance of a vehicle under low-traction start-up conditions, reduces the magnitude and frequency of driver steering wheel corrections, enhances driver confidence, and improves the driving experience.

[0006] In a first aspect, embodiments of this application provide a vehicle control method, including: When the vehicle's low-adhesion start-up stability control function is activated, the drive torque of the wheel is controlled according to the actual slip ratio and the target slip ratio of the wheel, so that the first deviation between the target slip ratio and the actual slip ratio is maintained within a first set range. Furthermore, the rear wheel steering angle is controlled based on the actual yaw rate and the target yaw rate of the vehicle, so that the second deviation between the target yaw rate and the actual yaw rate is maintained within a second set range.

[0007] According to the technical solution provided in the embodiments of this application, optionally, controlling the driving torque of the wheel based on the actual slip ratio and the target slip ratio of the wheel includes: The actual slip ratio of the wheel is determined based on the wheel's angular velocity, tire rolling radius, and the vehicle's longitudinal speed. The torque adjustment increment is determined by using the first deviation between the target slip ratio and the actual slip ratio as the control variable; The target value of the drive torque is determined based on the torque adjustment increment; The drive torque of the corresponding wheel is controlled according to the target value.

[0008] According to the technical solution provided in the embodiments of this application, optionally, determining the target value of the driving torque based on the torque adjustment increment includes: The difference between the vehicle's required torque and the torque adjustment increment is determined as the target value of the drive torque; Alternatively, the minimum of the difference between the vehicle's required torque and the torque adjustment increment, and the minimum torque for preventing stall, can be determined as the target value, wherein the vehicle's required torque is determined based on the accelerator pedal opening.

[0009] According to the technical solution provided in the embodiments of this application, optionally, controlling the rear wheel steering angle based on the actual yaw rate and the target yaw rate of the vehicle includes: Calculate the second deviation between the target yaw rate and the actual yaw rate; The compensation value for the rear wheel steering angle is determined based on the second deviation; The rear wheel steering angle is controlled based on the compensation value of the rear wheel steering angle.

[0010] According to the technical solution provided in the embodiments of this application, optionally, controlling the rear wheel steering angle based on the actual yaw rate and the target yaw rate of the vehicle includes: Calculate the second deviation between the target yaw rate and the actual yaw rate; The compensation value for the rear wheel steering angle is determined based on the second deviation; The rear wheel steering angle is controlled based on the compensation value of the rear wheel steering angle.

[0011] Optionally, the technical solution provided in the embodiments of this application may also include: If the compensation value of the rear wheel steering angle is greater than the safety threshold, the wheel with the highest slip ratio is determined as the reference wheel; The braking torque is determined based on the actual slip ratio and the target slip ratio of the reference wheel, as well as the actual yaw rate and the target yaw rate. The reference wheel is braked according to the braking torque.

[0012] According to the technical solution provided in the embodiments of this application, the step of determining the braking torque based on the actual slip ratio and the target slip ratio of the reference wheel, as well as the actual yaw rate and the target yaw rate, includes: The braking torque is determined based on the braking force gain coefficient, the difference between the actual slip ratio and the target slip ratio of the reference wheel, the difference between the actual yaw rate and the target yaw rate of the reference wheel, and the yaw stability weighting coefficient.

[0013] According to the technical solution provided in the embodiments of this application, optionally, after controlling the driving torque of the wheel based on the actual slip ratio and the target slip ratio of the wheel, if the first deviation is not maintained within the first set range, or after controlling the rear wheel steering angle based on the actual yaw rate and the target yaw rate of the vehicle, if the second deviation is not maintained within the second set range, the method further includes: The wheel with the highest slip ratio is designated as the reference wheel. The braking torque is determined based on the actual slip ratio and the target slip ratio of the reference wheel, as well as the actual yaw rate and the target yaw rate. The reference wheel is braked according to the braking torque.

[0014] Secondly, embodiments of this application also provide a vehicle control device, including: The first control module is used to control the driving torque of the wheel according to the actual slip ratio and the target slip ratio when the low-adhesion start-up stability control function of the vehicle is activated, so as to keep the first deviation between the target slip ratio and the actual slip ratio within a first set range. And a second control module, used to control the rear wheel steering angle according to the actual yaw rate and the target yaw rate of the vehicle, so that the second deviation between the target yaw rate and the actual yaw rate is maintained within a second set range.

[0015] Thirdly, embodiments of this application also provide an electronic device, the electronic device comprising: Processor and memory; The processor executes the steps of the vehicle control method as described in any embodiment by calling programs or instructions stored in the memory.

[0016] Fourthly, embodiments of this application also provide a computer-readable storage medium storing a program or instructions that cause a computer to perform the steps of the vehicle control method as described in any embodiment.

[0017] In summary, this application proposes a vehicle control method. When the vehicle's low-traction start-up stability control function is activated, the driving torque of the corresponding wheels is controlled based on the actual slip ratio and target slip ratio of each wheel to maintain a first deviation between the target slip ratio and the actual slip ratio within a first preset range. Furthermore, the rear wheel steering angle is controlled based on the vehicle's actual yaw rate and target yaw rate to maintain a second deviation between the target yaw rate and the actual yaw rate within a second preset range. This effectively improves the vehicle's acceleration performance under low-traction start-up conditions, effectively reduces the magnitude and frequency of driver steering wheel corrections, enhances driver confidence, and improves the driving experience. Attached Figure Description

[0018] Figure 1 This is a flowchart of a vehicle control method provided in an embodiment of this application; Figure 2 This is a schematic diagram of a process for determining whether to activate the low-adhesion start-up stability control function of a vehicle, provided in an embodiment of this application. Figure 3 This is a schematic diagram of a control flow provided in an embodiment of this application; Figure 4 This is a schematic diagram of a multi-objective cooperative framework that integrates rear-wheel steering system, drive torque control, and differential braking backup control, as provided in an embodiment of this application. Figure 5 This is an overall coarse-grained control architecture diagram provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0019] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0020] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0021] In vehicle control schemes operating under low-traction (referring to low-adhesion road surfaces) starting conditions, wheel slippage is mainly suppressed by limiting torque or braking at the drive wheel end through TCS (Traction Control System). However, this approach only focuses on optimizing longitudinal power output and addressing wheel slippage, without actively controlling lateral vehicle movement or resolving issues such as yaw rate deviation and steering wheel offset (steer-off) caused by uneven torque distribution or changes in road surface adhesion. This necessitates frequent steering wheel corrections by the driver to control the vehicle's attitude, severely impacting driver confidence. To address this, this application's embodiment integrates the rear-wheel steering system with drive / braking control to construct a multi-objective collaborative framework. This systematically solves the aforementioned deficiencies, significantly reducing the frequency and extent of driver steering wheel corrections without affecting vehicle acceleration performance, thus reducing driver workload and improving the driving experience.

[0022] Figure 1 This is a flowchart of a vehicle control method provided in an embodiment of this application. See also... Figure 1 The vehicle control method specifically includes the following steps: S110. When the vehicle's low-adhesion start-up stability control function is activated, the driving torque of the wheel is controlled according to the actual slip ratio and the target slip ratio of the wheel, so that the first deviation between the target slip ratio and the actual slip ratio is maintained within a first set range.

[0023] Among them, the vehicle's low-traction start-up stability control function can only be activated under specific operating conditions. It is a vehicle stability control function that integrates drive, braking, and rear-wheel steering control. To ensure smooth and safe driving during low-traction start-up, this function is only activated when the road conditions are low-traction, the speed is low, the vehicle is in Drive (D) gear, and the accelerator pedal opening exceeds a certain proportion.

[0024] Low-adhesion road conditions can be determined by the road surface adhesion coefficient (μ), which can be estimated based on the ABS (Anti-lock Braking System) model or the relationship between driving torque and slip ratio. Specific vehicle models can be modeled and calibrated during development. For example, when the estimated road surface adhesion coefficient is <0.3, it is considered a low-adhesion road condition. Low speed and accelerator pedal opening are both calibrated values. For example, when the vehicle speed is ≤30 km / h, it is considered a low-speed condition; when the accelerator pedal opening is ≥30%, it is considered that the accelerator pedal opening exceeds a certain proportion.

[0025] Correspondingly, see reference as follows Figure 2The flowchart shown illustrates a process for determining whether to activate the vehicle's low-adhesion start-up stability control function. Specifically, it includes: During normal vehicle operation, determining if the vehicle speed is less than a speed threshold. If not, the low-adhesion start-up stability control function is off, i.e., not activated. If the vehicle speed is less than the speed threshold, determining if the gear is in Drive (D). If the gear is not in Drive, the low-adhesion start-up stability control function is off, i.e., not activated. If the gear is in Drive, determining if the coefficient of adhesion is less than a coefficient threshold. If the coefficient of adhesion is not less than the coefficient threshold, the low-adhesion start-up stability control function is off, i.e., not activated. If the coefficient of adhesion is less than the coefficient threshold, determining if the throttle opening is greater than an opening threshold. If the throttle opening is not greater than the opening threshold, the low-adhesion start-up stability control function is not activated; if the throttle opening is greater than the opening threshold, the low-adhesion start-up stability control function is activated.

[0026] When the vehicle's low-traction start-up stability control function is activated, based on the fusion control of motor drive torque and braking, the vehicle slip ratio is controlled within a target range (usually set at 10%-20%) to assist the vehicle in getting out of trouble and improve the vehicle's acceleration performance. Additionally, through the fusion control of rear-wheel steering and braking, the vehicle's yaw rate is compensated, keeping it within the expected target range to reduce the driver's steering wheel correction amplitude and frequency. Through this comprehensive control, the expected goals of low-traction start-up stability control are achieved.

[0027] Among them, slip ratio is a key parameter for measuring the degree of wheel slippage and is used to assess the adhesion between the wheel and the ground.

[0028] Specifically, the driving torque of the wheel is controlled according to the actual slip ratio and the target slip ratio, so that the first deviation between the target slip ratio and the actual slip ratio is maintained within a first set range.

[0029] For example, the actual slip ratio of the wheel can be determined based on the wheel's angular velocity, tire rolling radius, and the vehicle's longitudinal speed using the following formula:

[0030] in, This indicates the actual slip ratio of the wheel. This represents the angular velocity of the wheel. This indicates the tire rolling radius of the wheel. This indicates the vehicle's longitudinal speed.

[0031] Target slip ratio It can be set to 10%, which is a reference value and can be adjusted according to the actual effect.

[0032] Calculate the first deviation between the target slip ratio and the actual slip ratio. .

[0033] Using the first deviation between the target slip ratio and the actual slip ratio as the control variable, the torque adjustment increment is determined, specifically as follows:

[0034] in, This indicates a torque adjustment increment. Indicates proportional gain (used to affect response speed). Indicates the integral gain (used to eliminate static error). This represents the differential gain (used to suppress oscillations, also known as the robust term gain, which can suppress road surface disturbances). t Indicates time, Represents the smallest unit of time. This represents the first derivative of the first deviation relative to time.

[0035] The proportional-integral-derivative (PID) control algorithm is the most classic and commonly used closed-loop control algorithm. Its core logic is to compare the deviation between the "target value" (i.e., the desired value, which in this embodiment refers to the target slip ratio) and the "actual value" (which in this embodiment refers to the actual slip ratio), and combine the three functions of "instant response", "cumulative correction" and "trend prediction" to output a control signal (in this embodiment, the driving torque) to quickly and stably eliminate the deviation, and ultimately allow the controlled object to accurately follow the target value.

[0036] The target value of the driving torque is determined based on the torque adjustment increment; the driving torque of the corresponding wheel is controlled according to the target value.

[0037] The determination of the target value of the drive torque based on the torque adjustment increment includes: The difference between the vehicle's required torque and the torque adjustment increment is determined as the target value of the drive torque. The vehicle's required torque is determined based on the accelerator pedal opening. Essentially, the required torque means that the driver, through pressing the accelerator pedal, transmits a command to the vehicle indicating the amount of power needed. The accelerator pedal opening is a quantifiable indicator of the driver's operation, and the required torque is the demanded power, or required torque, derived from this indicator. Specifically, the required torque corresponding to a particular accelerator pedal opening can be found by establishing the correspondence between accelerator pedal opening and required torque.

[0038] By determining the difference between the vehicle's required torque and the torque adjustment increment as the target value of the drive torque, the purpose of reducing the drive torque is achieved, thereby reducing the wheel slip ratio.

[0039] Alternatively, the minimum of the difference between the vehicle's required torque and the torque adjustment increment, and the minimum anti-stall torque, can be determined as the target value. This can be expressed by the following calculation formula:

[0040] This represents the target value. This indicates the required torque. This indicates the torque adjustment increment. This indicates the minimum torque required to prevent stalling.

[0041] The minimum torque to prevent stalling refers to the minimum torque required to ensure that the vehicle speed is not zero. For example, on icy or snowy roads, the minimum torque to prevent stalling is usually 50 N·m.

[0042] By determining the minimum value of the difference between the vehicle's required torque and the torque adjustment increment, and the minimum torque for preventing stall, the target value is set. Under the premise of ensuring that the vehicle does not stall, the driving torque is reduced, thereby achieving the purpose of reducing wheel slip ratio.

[0043] S120. The rear wheel steering angle is controlled according to the actual yaw rate and the target yaw rate of the vehicle, so that the second deviation between the target yaw rate and the actual yaw rate is maintained within a second set range.

[0044] The actual yaw rate can be obtained in real time through sensor detection.

[0045] The target yaw rate is the expected value of the vehicle's yaw rate, which can be calculated based on the driver's steering intention, the vehicle's inherent parameters, and real-time driving conditions. The target yaw rate represents the ideal yaw rate that the vehicle should have, ensuring that the vehicle's steering response matches the driver's expectations while also guaranteeing vehicle stability.

[0046] The target yaw rate can be determined based on the vehicle dynamics model and combined with actual vehicle calibration data.

[0047] For example, the target yaw rate is determined by the following formula:

[0048] in, Indicates the target's yaw rate. Indicates the vehicle's longitudinal speed. L Indicates the vehicle's wheelbase. Indicates the steering angle of the vehicle's front wheels. The calibration coefficient, determined through testing, represents the understeer gradient and is an inherent characteristic of the vehicle. It is determined by the vehicle's mass, wheelbase, center of gravity position, and lateral stiffness of the front and rear axles. It can be determined through testing during the development phase and stored as a fixed parameter in the control unit.

[0049] For example, controlling the rear wheel steering angle based on the vehicle's actual yaw rate and target yaw rate includes: Calculate the second deviation between the target yaw rate and the actual yaw rate. , This represents the actual yaw rate.

[0050] The compensation value for the rear wheel steering angle is determined based on the second deviation. Specifically, the desired yaw moment required to eliminate the second deviation can be determined using a PID control algorithm, as shown in the following calculation formula:

[0051] in, This represents the desired yaw moment. Represents the proportionality coefficient. Represents the integral coefficient. This represents the differential coefficient.

[0052] If the actual yaw moment generated by the rear wheels equals the desired yaw moment, then the second deviation between the target yaw rate and the actual yaw rate of the vehicle can be maintained within a second set range. Based on this, the required compensation value for the rear wheel steering angle can be calculated. Specifically, the actual yaw moment generated by the rear wheels... .

[0053] in, This indicates the actual yaw moment generated by the rear wheels. Indicates the lateral force on the rear axle. Indicates the total lateral stiffness of the rear wheel. Indicates the rear wheel slip angle. This indicates the distance from the vehicle's center of gravity to the rear axle. Indicates the rear wheel steering angle. Indicates the vehicle's center of gravity deflection angle. Indicates the vehicle's longitudinal speed. This indicates the vehicle's actual yaw rate.

[0054] If the actual yaw moment generated by the rear wheel is equal to the desired yaw moment, that is... This ensures that the second deviation between the target yaw rate and the actual yaw rate of the vehicle is maintained within a second set range. Based on this, the compensation value for the rear wheel steering angle is calculated. + + .

[0055] The rear wheel angle is controlled based on the compensation value of the rear wheel angle to maintain the second deviation within a second set range. Specifically, if the compensation value of the rear wheel angle is less than or equal to a safety threshold, the rear wheel angle is controlled according to the compensation value. On low-friction surfaces, yaw stability control is achieved based on the rear wheel steering system. To achieve the ideal effect, the safety threshold is limited to ±2°. This is because if the rear wheel steering angle is too large, it will cause the vehicle to produce unexpected abnormal yaw, increasing the difficulty of control. ±2° is a reference value and can be adjusted according to the actual calibration effect.

[0056] If the compensation value of the rear wheel steering angle is greater than the safety threshold, the reference wheel with the highest slip ratio is determined. The braking torque is determined based on the actual slip ratio and target slip ratio of the reference wheel, as well as the actual and target yaw rates. The reference wheel is braked according to the braking torque. The purpose is to generate a reverse yaw moment by applying braking force, thereby balancing the positive yaw moment and ultimately stabilizing the vehicle's yaw rate. For example, applying braking force to the left rear wheel can suppress clockwise tail-swing and simultaneously assist in applying force to control wheel slippage.

[0057] Determining the braking torque based on the actual slip ratio and target slip ratio of the reference wheel, as well as the actual yaw rate and target yaw rate, includes: determining the braking torque based on the braking force gain coefficient, the difference between the actual slip ratio and target slip ratio of the reference wheel, the difference between the actual yaw rate and target yaw rate of the reference wheel, and the yaw stability weighting coefficient.

[0058] For example, the braking torque is determined by the following calculation formula:

[0059] in, Indicates the force applied to the reference wheel i Braking torque, This represents the braking force gain coefficient. Indicates reference wheel i The difference between the actual slip ratio and the target slip ratio This represents the difference between the actual yaw rate and the target yaw rate. This represents the yaw stability weighting coefficient.

[0060] During the low-adhesion start-up stability control phase, vehicle stability is mainly judged based on slip ratio deviation and yaw rate deviation. By using slip ratio control and yaw stability control closed loop, the vehicle can achieve a stable state in low-adhesion scenarios.

[0061] Furthermore, in some implementations, if the vehicle cannot achieve a stable state through drive torque control and rear wheel steering angle control, differential braking backup control can be added.

[0062] For example, after controlling the driving torque of the wheel based on the actual slip ratio and the target slip ratio, if the first deviation is not maintained within a first set range, or if the second deviation is not maintained within a second set range after controlling the rear wheel steering angle based on the actual yaw rate and the target yaw rate of the vehicle, the method further includes: determining a reference wheel with the highest slip ratio; determining a braking torque based on the actual slip ratio and the target slip ratio of the reference wheel, as well as the actual yaw rate and the target yaw rate; and braking the reference wheel according to the braking torque.

[0063] In some implementations, reference is made to, for example Figure 3 The diagram illustrates a control flow, specifically including: First, controlling the drive torque to reduce torque based on the slip ratio deviation to stabilize the first deviation between the target slip ratio and the actual slip ratio, while not applying braking force to prioritize vehicle acceleration performance. Next, the rear-wheel steering system engages compensation to suppress abnormal yaw during low-friction start-up, primarily by suppressing tail-wagging. After the drive torque and rear-wheel steering systems intervene, if the slip ratio deviation and yaw rate deviation are controlled within the deviation threshold range, the vehicle is deemed stable, and the control flow ends. If the slip ratio deviation and yaw rate deviation are not controlled within the deviation threshold range, differential braking backup control is initiated. After one control cycle, if the vehicle is determined to be stable based on the deviation threshold, the control flow ends; if the vehicle is determined to be unstable, the control continues to the next timing sequence until the vehicle stabilizes, at which point the control ends.

[0064] For specific details, please refer to the following: Figure 4The diagram illustrates a multi-objective collaborative framework integrating rear-wheel steering, drive torque control, and differential braking backup control. This framework includes: collecting driver intent information, such as steering wheel angle signals and throttle opening signals; calculating the target slip ratio A and target yaw rate B; determining the actual slip ratio a and actual yaw rate b based on the vehicle's actual motion state (e.g., wheel speed, vehicle speed, yaw rate, longitudinal acceleration, lateral acceleration, etc.); determining vehicle stability by calculating the slip ratio deviation Δa = Aa and the yaw rate deviation Δb = Bb; and determining vehicle stability based on these deviations. If the vehicle is unstable (Δa > first threshold, e.g., 3%, or Δb > second threshold, e.g., ±0.5°), slip ratio control and yaw rate stability control are implemented. Through a closed-loop slip ratio control and yaw rate stability control, the vehicle achieves a stable state in low-friction scenarios. When the rear wheel steering angle compensation value is greater than the maximum allowable value, differential braking measurement is triggered to brake the drive wheel with a higher slip ratio, generating a reverse yaw moment to stabilize the vehicle's yaw rate.

[0065] and Figure 4 Correspondingly, you can refer to the following at the same time. Figure 5 The diagram shows an overall coarse-grained control architecture. Here, ECU refers to the Electronic Control Unit, and VCU refers to the Vehicle Control Unit.

[0066] The vehicle control method provided in this application achieves stable control during low-traction start-up by integrating rear-wheel steering, drive, and braking control, and performing closed-loop control based on slip ratio deviation and yaw rate deviation. By increasing rear-wheel steering intervention to compensate for yaw torque, the vehicle's acceleration performance is improved, reducing the magnitude and frequency of driver steering wheel corrections and increasing driver confidence. The millisecond-level response of rear-wheel steering reduces energy consumption while effectively improving acceleration performance under low-traction conditions. The multi-actuator redundancy design and integrated rear-wheel steering, drive, and braking control ensure that even if one actuator fails, the remaining actuators can still maintain a certain level of anti-slip and yaw control (e.g., in case of brake failure, basic control is achieved through drive torque limiting and rear-wheel steering compensation).

[0067] Based on the same inventive concept, corresponding to any of the above-described embodiments, this application also provides a vehicle control device. The vehicle control device includes: a first control module, configured to control the driving torque of the wheels based on the actual slip ratio and a target slip ratio when the vehicle's low-traction start-up stability control function is activated, so that a first deviation between the target slip ratio and the actual slip ratio is maintained within a first preset range; and a second control module, configured to control the rear wheel steering angle based on the vehicle's actual yaw rate and a target yaw rate, so that a second deviation between the target yaw rate and the actual yaw rate is maintained within a second preset range.

[0068] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0069] The apparatus of the above embodiments is used to implement the corresponding vehicle control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0070] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. For example... Figure 6 As shown, the electronic device 500 includes one or more processors 501 and memory 502.

[0071] The processor 501 may be a central processing unit (CPU) or other form of processing unit with data processing and / or instruction execution capabilities, and may control other components in the electronic device 500 to perform desired functions.

[0072] The memory 502 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 501 may execute the program instructions to implement the vehicle control method of any embodiment of this application described above and / or other desired functions. Various contents such as initial extrinsic parameters and thresholds may also be stored in the computer-readable storage medium.

[0073] In one example, the electronic device 500 may further include an input device 503 and an output device 504, these components being interconnected via a bus system and / or other forms of connection mechanisms (not shown). The input device 503 may include, for example, a keyboard, a mouse, etc. The output device 504 may output various information to the outside, including warning messages, braking force, etc. The output device 504 may include, for example, a display, a speaker, a printer, and a communication network and its connected remote output devices, etc.

[0074] Of course, for the sake of simplicity, Figure 6 Only some of the components of the electronic device 500 relevant to this application are shown in this illustration; components such as buses, input / output interfaces, etc., are omitted. In addition, the electronic device 500 may include any other suitable components depending on the specific application.

[0075] In addition to the methods and devices described above, embodiments of this application may also be computer program products, which include computer program instructions that, when executed by a processor, cause the processor to perform the steps of the vehicle control method provided in any embodiment of this application.

[0076] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0077] Furthermore, embodiments of this application may also be computer-readable storage media storing computer program instructions thereon, which, when executed by a processor, cause the processor to perform the steps of the vehicle control method provided in any embodiment of this application.

[0078] The computer-readable storage medium may be any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof.

[0079] It should be noted that the terminology used in this application is for the purpose of describing specific embodiments only and is not intended to limit the scope of this application. As shown in the specification and claims of this application, unless the context clearly indicates otherwise, words such as "a," "an," "an," and / or "the" do not specifically refer to the singular and may also include the plural. The terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, or apparatus. Without further limitations, an element defined by the phrase "comprising an..." does not exclude the presence of other identical elements in the process, method, or apparatus that includes said element.

[0080] It should also be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," "linked," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0081] This document uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. The above descriptions are only preferred embodiments of this application. It should be noted that due to the limitations of written expression, while there are objectively infinite specific structures, those skilled in the art can make several improvements, modifications, or changes without departing from the principles of this invention, and can also combine the above technical features in an appropriate manner. These improvements, modifications, changes, or combinations, or the direct application of the inventive concept and technical solution to other situations without modification, should all be considered within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, include: When the vehicle's low-adhesion start-up stability control function is activated, the drive torque of the wheel is controlled according to the actual slip ratio and the target slip ratio of the wheel, so that the first deviation between the target slip ratio and the actual slip ratio is maintained within a first set range. Furthermore, the rear wheel steering angle is controlled based on the actual yaw rate and the target yaw rate of the vehicle, so that the second deviation between the target yaw rate and the actual yaw rate is maintained within a second set range.

2. The method according to claim 1, characterized in that, The control of the wheel's driving torque based on the wheel's actual slip ratio and target slip ratio includes: The actual slip ratio of the wheel is determined based on the wheel's angular velocity, tire rolling radius, and the vehicle's longitudinal speed. The torque adjustment increment is determined by using the first deviation between the target slip ratio and the actual slip ratio as the control variable; The target value of the drive torque is determined based on the torque adjustment increment; The drive torque of the corresponding wheel is controlled according to the target value.

3. The method according to claim 2, characterized in that, Determining the target value of the drive torque based on the torque adjustment increment includes: The difference between the vehicle's required torque and the torque adjustment increment is determined as the target value of the drive torque; Alternatively, the minimum of the difference between the vehicle's required torque and the torque adjustment increment, and the minimum torque for preventing stall, can be determined as the target value, wherein the vehicle's required torque is determined based on the accelerator pedal opening.

4. The method according to claim 1, characterized in that, The control of the rear wheel steering angle based on the vehicle's actual yaw rate and target yaw rate includes: Calculate the second deviation between the target yaw rate and the actual yaw rate; The compensation value for the rear wheel steering angle is determined based on the second deviation; The rear wheel steering angle is controlled based on the compensation value of the rear wheel steering angle.

5. The method according to claim 4, characterized in that, The control of the rear wheel steering angle based on the compensation value of the rear wheel steering angle includes: If the compensation value of the rear wheel steering angle is less than or equal to the safety threshold, the rear wheel steering angle is controlled according to the compensation value.

6. The method according to claim 4, characterized in that, Also includes: If the compensation value of the rear wheel steering angle is greater than the safety threshold, the wheel with the highest slip ratio is determined as the reference wheel; The braking torque is determined based on the actual slip ratio and the target slip ratio of the reference wheel, as well as the actual yaw rate and the target yaw rate. The reference wheel is braked according to the braking torque.

7. The method according to claim 6, characterized in that, The step of determining the braking torque based on the actual slip ratio and the target slip ratio of the reference wheel, as well as the actual yaw rate and the target yaw rate, includes: The braking torque is determined based on the braking force gain coefficient, the difference between the actual slip ratio and the target slip ratio of the reference wheel, the difference between the actual yaw rate and the target yaw rate of the reference wheel, and the yaw stability weighting coefficient.

8. The method according to claim 1, characterized in that, After controlling the driving torque of the wheel based on the actual slip ratio and the target slip ratio of the wheel, if the first deviation is not maintained within the first set range, or if the second deviation is not maintained within the second set range after controlling the rear wheel steering angle based on the actual yaw rate and the target yaw rate of the vehicle, the method further includes: The wheel with the highest slip ratio is designated as the reference wheel. The braking torque is determined based on the actual slip ratio and the target slip ratio of the reference wheel, as well as the actual yaw rate and the target yaw rate. The reference wheel is braked according to the braking torque.

9. An electronic device, characterized in that, The electronic device includes: Processor and memory; The processor executes the steps of the vehicle control method as described in any one of claims 1 to 8 by calling programs or instructions stored in the memory.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a program or instructions that cause a computer to perform the steps of the vehicle control method as described in any one of claims 1 to 8.

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