Vehicle control method and device

Abstract

The embodiment of the present application provides a vehicle control method and device, and relates to the field of vehicles, and the method comprises the following steps: in the process of vehicle driving, when it is detected that the vehicle drives on a split road surface, the difference between the tire forces of the left tire and the right tire of the vehicle is reduced by adjusting the down pressure of the tire of the vehicle, and the difference between the tire forces of the left tire and the right tire is further reduced by a power system, a steering system or a braking system on the vehicle. Therefore, the moment that causes the vehicle to deviate is reduced due to the difference between the tire forces of the left tire and the right tire, so that the stability of the vehicle driving on the split road surface is maintained.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more particularly to vehicle control methods and devices. Background Technology

[0002] Split-road surfaces refer to special road conditions where the coefficients of adhesion of the left and right tires of a vehicle are significantly different. This difference may be caused by human factors (e.g., different road materials) or natural factors (e.g., water accumulation, snow accumulation, or freezing).

[0003] When a vehicle is traveling on a road with two lanes in opposite directions, it may veer off course, prompting the driver to intervene with steering, which could increase the risk to driving safety. Summary of the Invention

[0004] This application provides a vehicle control method and apparatus to maintain the stability of a vehicle traveling on a road surface with opposite sides and reduce driving safety risks.

[0005] In a first aspect, this application provides a vehicle control method, which can be executed by a vehicle, or by a component (such as a chip, chip system, etc.) configured in the vehicle, or by a logic module or software capable of realizing all or part of the vehicle functions, or by a vehicle control device. This application does not limit the scope of the method.

[0006] The vehicle control device in this application may be part of the vehicle or a device outside the vehicle. In some possible implementations, the vehicle control device may be a detachable part or a non-detachable part of the vehicle, and this application does not limit this.

[0007] The method includes: detecting that the vehicle is traveling on a split road surface, adjusting the downforce of the vehicle's tires to reduce the difference in tire force between the left tire and the right tire of the vehicle; and further reducing the difference in tire force by any of the following: power system, steering system, or braking system, such that the difference in tire force is less than or equal to a threshold corresponding to stable driving of the vehicle.

[0008] The threshold corresponding to stable vehicle driving (referred to as the stability threshold for ease of description) can be preset. The stability threshold can be understood as the maximum value that the tire force difference between the two sides of the vehicle can reach during stable driving (i.e., driving without veering off course). Once the tire force difference between the two sides of the vehicle exceeds this stability threshold, the vehicle may veer off course and will be unable to maintain vehicle stability.

[0009] Understandably, the stability threshold can be determined based on empirical or simulation data. In practical applications, the stability threshold can be a value greater than or equal to 0.

[0010] Based on the above technical solution, by adjusting the downforce of the vehicle's tires, the difference in tire force between the left and right tires is reduced. The difference in tire force between the left and right tires is then compensated by the vehicle's power system, steering system, or braking system. This reduces the torque that causes the vehicle to veer due to the difference in tire force between the left and right tires, thereby maintaining the stability of the vehicle when driving on opposite sides of the road.

[0011] In conjunction with the first aspect, in some possible implementations, adjusting the downforce of the vehicle's tires includes: increasing the downforce of the tires on a first side of the vehicle, wherein the coefficient of friction of the road surface on which the tires on the first side travel is less than the coefficient of friction of the road surface on which the tires on the second side of the vehicle travel; wherein, when the left side of the vehicle is the first side, the right side of the vehicle is the second side; or, when the right side of the vehicle is the first side, the left side of the vehicle is the second side.

[0012] By increasing the downforce of the tire on the first side of the vehicle, the longitudinal and vertical forces of the tire on the first side can be increased, the difference between the longitudinal and vertical forces on the left and right sides can be reduced, thereby reducing the yaw moment and lowering the probability of the vehicle veering off course when accelerating and / or braking on the opposite side of the road, so as to maintain the stability of the vehicle when driving on the opposite side of the road.

[0013] In conjunction with the first aspect, in some possible implementations, increasing the downforce of the tire on the first side of the vehicle includes: increasing the downforce of the tire on the first side when the difference between the first coefficient of adhesion and the second coefficient of adhesion is greater than or equal to a target threshold; wherein the first coefficient of adhesion is the coefficient of adhesion of the road surface on which the left tire travels, and the second coefficient of adhesion is the coefficient of adhesion of the road surface on which the right tire travels.

[0014] When a vehicle is traveling in a split-drive scenario, and there is a significant difference in the coefficient of friction of the road surface traveled by the tires on the left and right sides of the vehicle, the downforce of the tire on the side with the lower coefficient of friction can be increased. This increases the wheel load on the side with the lower coefficient of friction, which helps to reduce the yaw torque caused by the difference in longitudinal forces between the left and right wheels. The yaw torque can be further reduced by any of the drive system, steering system, or braking system, which helps to maintain the stability of the vehicle.

[0015] In conjunction with the first aspect, in some possible implementations, increasing the downforce of the tire on the first side of the vehicle includes: increasing the downforce of the tire on the first side when the difference between the first coefficient of adhesion and the second coefficient of adhesion is less than a target threshold, but the absolute value of the longitudinal acceleration of the vehicle is greater than or equal to an acceleration threshold; wherein the first coefficient of adhesion is the coefficient of adhesion of the road surface traveled by the left tire, and the second coefficient of adhesion is the coefficient of adhesion of the road surface traveled by the right tire.

[0016] When a vehicle is traveling in a two-way driving scenario, if the vehicle's longitudinal acceleration is relatively large and the difference in the coefficient of friction of the road surface between the left and right tires is small, the downforce of the tire on the side with the lower coefficient of friction can be increased. This increases the wheel load on the side with the lower coefficient of friction, which helps to reduce the yaw torque caused by the difference in longitudinal forces between the left and right wheels. The yaw torque can be further reduced by any of the drive system, steering system, or braking system, which helps to maintain the vehicle's stability.

[0017] In conjunction with the first aspect, in some possible implementations, the downforce is determined based on a target parameter that is related to the vehicle's state.

[0018] The target parameters are related to the vehicle's state. By determining the downforce based on the target parameters, the downforce adjustment can be adapted to different driving conditions and road conditions, thereby helping to optimize the vehicle's handling and stability.

[0019] In conjunction with the first aspect, in some possible implementations, the target parameter includes at least one of the following: the vehicle's longitudinal acceleration, front wheel steering angle, rear wheel steering angle, tire force, tire slip angle, wheel speed, vehicle speed, and the correspondence between the slip ratio and the road adhesion coefficient; wherein the slip ratio is related to the wheel speed and vehicle speed.

[0020] In conjunction with the first aspect, in some possible implementations, adjusting the downforce of the vehicle's tires includes: determining a preliminary adjustment value for the downforce of a target tire of the vehicle based on a first target parameter in the target parameters; correcting the preliminary adjustment value based on a second target parameter in the target parameters to obtain a target adjustment value for the downforce of the target tire; and adjusting the downforce of the target tire based on the target adjustment value.

[0021] Fine-grained control of downforce can be achieved through a preliminary adjustment and correction process based on target parameters. Determining the preliminary adjustment value and subsequent correction helps to adjust downforce, enabling rapid response to changes in vehicle conditions while meeting actual accuracy requirements.

[0022] In conjunction with the first aspect, in some possible implementations, the difference in tire force is further reduced by any of the following: a power system, a steering system, or a braking system, including: controlling the steering of the front wheels and / or the rear wheels of the vehicle via the steering system to compensate for the difference in tire force.

[0023] In conjunction with the first aspect, in some possible implementations, controlling the steering of the front wheels and / or the rear wheels of the vehicle includes: determining a first coefficient and a second coefficient, the first coefficient indicating the weight of controlling the steering of the front wheels and the second coefficient indicating the weight of controlling the steering of the rear wheels; controlling the steering of the front wheels based on the first coefficient; and controlling the steering of the rear wheels based on the second coefficient.

[0024] By setting the weighting coefficients, the steering effort of the front and rear wheels can be flexibly adjusted, allowing for flexible control of the steering of the front and rear wheels based on specific road conditions and vehicle status.

[0025] Secondly, this application provides a vehicle control method, which can be executed by a vehicle, or by a component (such as a chip, chip system, etc.) configured in the vehicle, or by a logic module or software capable of realizing all or part of the vehicle functions, or by a vehicle control device. This application does not limit the scope of the method.

[0026] The vehicle control device in this application may be part of the vehicle or a device outside the vehicle. In some possible implementations, the vehicle control device may be a detachable part or a non-detachable part of the vehicle, and this application does not limit this.

[0027] The method includes: detecting that the vehicle is traveling on a split road surface, adjusting the downforce of the vehicle's tires, changing the difference in tire force between the left tire and the right tire of the vehicle; and compensating for the difference in tire force by any of the following: power system, steering system, or braking system, so that the difference in tire force is less than or equal to a threshold corresponding to stable driving of the vehicle.

[0028] The relevant description of the threshold corresponding to stable vehicle operation can be found in the detailed description in the first aspect above, and will not be repeated here for the sake of brevity.

[0029] Based on the above technical solution, by adjusting the downforce of the vehicle's tires, the difference in tire force between the left and right tires is changed. The difference in tire force between the left and right tires is then compensated by the vehicle's power system, steering system, or braking system, thereby reducing the torque that causes the vehicle to veer due to the difference in tire force between the left and right tires, and maintaining the stability of the vehicle when driving on opposite sides of the road.

[0030] In conjunction with the second aspect, in some possible implementations, adjusting the downforce of the vehicle's tires includes: increasing the downforce of the tires on the second side of the vehicle, wherein the coefficient of friction of the road surface on which the tires on the second side travel is greater than the coefficient of friction of the road surface on which the tires on the first side of the vehicle travel; wherein, when the left side of the vehicle is the first side, the right side of the vehicle is the second side; or, when the right side of the vehicle is the first side, the left side of the vehicle is the second side.

[0031] In conjunction with the second aspect, in some possible implementations, increasing the downforce of the tires on the second side of the vehicle includes: increasing the suspension downforce of the tires on the second side when the difference between the first coefficient of adhesion and the second coefficient of adhesion is less than a target threshold and the absolute value of the longitudinal acceleration of the vehicle is less than an acceleration threshold; wherein the first coefficient of adhesion is the coefficient of adhesion of the road surface traveled by the left tire and the second coefficient of adhesion is the coefficient of adhesion of the road surface traveled by the right tire.

[0032] When the difference in the coefficient of adhesion between the left and right sides is small, and the longitudinal acceleration of the vehicle is also small, it can be assumed that the difference in the longitudinal force between the left and right sides is small, and the yaw moment is small. In this case, the coefficient of adhesion of the side with the higher coefficient of adhesion can be fully utilized to increase the downforce of the tire on the side with the higher coefficient of adhesion, thereby increasing the longitudinal and vertical forces of the tire on the side with the higher coefficient of adhesion. In this way, although the difference in the longitudinal and vertical forces between the left and right tires increases, it helps to improve the vehicle's acceleration and braking performance. The increased yaw moment caused by the increased difference in the longitudinal and vertical forces between the left and right tires can also be offset by any one of the power system, steering system, or braking system, thereby maintaining the stability of the vehicle when driving on opposite sides of the road.

[0033] Thirdly, this application provides a vehicle control device, including modules or units for implementing the methods of the first aspect and any possible implementation thereof, or including modules or units for implementing the methods of the second aspect and any possible implementation thereof. It should be understood that each module or unit can implement its corresponding function by executing a computer program.

[0034] Fourthly, this application provides a vehicle control device, including a processor that can be used to execute the methods in the first aspect and any possible implementation of the first aspect, or the processor can be used to execute the methods in the second aspect and any possible implementation of the second aspect.

[0035] Fifthly, this application provides a chip system including at least one processor for supporting the implementation of the functions involved in the first aspect and any possible implementation of the first aspect, or for supporting the implementation of the functions involved in the second aspect and any possible implementation of the second aspect, such as receiving or processing data and / or information involved in the above methods.

[0036] In one possible design, the chip system also includes a memory for storing program instructions and data, which may be located inside or outside the processor.

[0037] The chip system can consist of chips or include chips and other discrete components.

[0038] Sixthly, this application provides a vehicle including modules or units for implementing the methods of the first aspect and any possible implementation thereof, or including modules or units for implementing the methods of the second aspect and any possible implementation thereof. It should be understood that each module or unit can implement its corresponding function by executing a computer program.

[0039] In a seventh aspect, this application provides a vehicle, including a vehicle control device of the third aspect, a vehicle control device of the fourth aspect, or a chip system of the fifth aspect.

[0040] Eighthly, this application provides a computer-readable storage medium including a computer program that, when run on a computer, causes the computer to implement the method of the first aspect and any possible implementation thereof, or causes the computer to implement the method of the second aspect and any possible implementation thereof.

[0041] Ninthly, this application provides a computer program product comprising: a computer program (also referred to as code or instructions) that, when executed, causes a computer to perform the method of the first aspect and any possible implementation thereof, or causes a computer to perform the method of the second aspect and any possible implementation thereof.

[0042] It should be understood that the third to ninth aspects of this application correspond to the technical solutions of the first and second aspects of this application, and the beneficial effects achieved by each aspect and the corresponding feasible implementation are similar, and will not be repeated here. Attached Figure Description

[0043] Figure 1 This is a schematic diagram of the vehicle's suspension.

[0044] Figure 2 This is a functional block diagram of an intelligent driving device provided in an embodiment of this application;

[0045] Figure 3 This is a schematic diagram of the architecture of the intelligent driving system provided in the embodiments of this application;

[0046] Figure 4 This is a functional block diagram illustrating a system architecture applicable to the methods provided in the embodiments of this application;

[0047] Figure 5 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0048] Figure 6 This is a schematic block diagram of the suspension coordination module provided in an embodiment of this application;

[0049] Figure 7 This is a schematic block diagram of the initial parameter calculation module provided in the embodiments of this application;

[0050] Figure 8 This is a schematic flowchart of another vehicle control method provided in an embodiment of this application;

[0051] Figure 9 This is another schematic flowchart of the vehicle control method provided in the embodiments of this application;

[0052] Figure 10 This is a schematic block diagram of the device provided in the embodiments of this application;

[0053] Figure 11 This is another schematic block diagram of the device provided in the embodiments of this application. Detailed Implementation

[0054] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0055] First, in the embodiments of this application, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion, for example, an apparatus, system, product or device that includes a series of modules, units or units is not necessarily limited to those modules, units or units that are explicitly listed, but may include other modules, units or units that are not explicitly listed or that are inherent to such apparatus, system, product or device.

[0056] Second, in the embodiments of this application, the words "exemplarily" and "for example" are used to indicate that they are examples, illustrations, or descriptions. Any embodiment or design that is described as "exemplarily" or "for example" in the embodiments of this application should not be construed as being more preferred or more advantageous than other embodiments or design options. Specifically, the use of the words "exemplarily" or "for example" is intended to present the relevant concepts in a specific manner.

[0057] Third, in the embodiments of this application, "when," "under the circumstances," "if," and "if" all refer to the device making corresponding processing under certain objective circumstances, and are not limited to a time, nor do they require the device to make a judgment action when it is implemented, nor do they mean that there are other limitations.

[0058] Fourth, in the embodiments of this application, the terms "first" and "second" are used to distinguish identical or similar items with essentially the same function and effect. For example, "first duration," "second duration," and "third duration" are used to distinguish different durations and do not limit their order. Those skilled in the art will understand that the terms "first" and "second" do not limit the quantity or execution order, and that "first" and "second" are not necessarily different.

[0059] Fifth, in the embodiments of this application, "preset" can be understood as definition, pre-definition, pre-defined, storage, pre-storage, pre-negotiation, or pre-configuration, etc.

[0060] Sixth, in the embodiments of this application, "at least one (kind, type)" refers to one (kind, type) or multiple (kinds, types). "And / or" describes the relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following associated objects have an "or" relationship, but it does not exclude the possibility of indicating that the preceding and following associated objects have an "and" relationship. The specific meaning can be understood in conjunction with the context.

[0061] Seventh, in the embodiments of this application, the indication includes explicit indication (also known as direct indication) and implicit indication (also known as indirect indication). Explicit indication information A refers to including information A; implicit indication information A refers to indicating information A through the correspondence between information A and information B and direct indication information B. The correspondence between information A and information B can be predefined, pre-stored, pre-burned, or pre-configured; or it can refer to indicating information A through information B and preset rules.

[0062] Eighth, in the embodiments of this application, information C is used to determine information D, which includes determining information D based solely on information C, and also determining it based on information C and other information. Furthermore, information C can also be used to determine information D indirectly, for example, in the case where information D is determined based on information E, and information E is determined based on information C.

[0063] Ninth, in the embodiments of this application, when configuring the various correspondences, it is not necessarily required that the correspondences be configured in the form of a mapping table (or table). Other data structures can also be used, such as arrays, queues, containers, stacks, linear lists, pointers, linked lists, trees, graphs, structures, classes, heaps, hash tables, or hash tables. The embodiments of this application do not impose any limitations on this.

[0064] Furthermore, in the embodiments of this application, each correspondence can also be in functional form. That is, a certain term in a correspondence can be calculated based on other terms except for that term using the function. The function used to represent the correspondence can be a linear function or a nonlinear function. The embodiments of this application do not impose any limitations on this.

[0065] To facilitate understanding of the embodiments of this application, some technical terms or vocabulary involved in the embodiments of this application will be briefly explained below.

[0066] 1. Split-road surface: refers to a special road condition in which the coefficients of adhesion of the left and right tires of a vehicle are significantly different.

[0067] For example, one tire of a vehicle is traveling on ice, and the other tire is traveling on snow; another example, one tire of a vehicle is traveling on ice, and the other tire is traveling on asphalt; yet another example, one tire of a vehicle is traveling on snow, and the other tire is traveling on asphalt; yet another example, one tire of a vehicle is traveling on wet tile, and the other tire is traveling on asphalt; yet another example, one tire of a vehicle is traveling on wet tile, and the other tire is traveling on cement; yet another example, one tire of a vehicle is traveling on wet epoxy resin, and the other tire is traveling on dry epoxy resin.

[0068] In the embodiments of this application, the scenario in which the vehicle travels on a split road surface can be referred to as a split scenario.

[0069] 2. Tire forces: These are the interaction forces generated between the tire and the road surface during contact. They are the core power source for vehicle movement (acceleration, deceleration, steering, and maintaining stability).

[0070] Tire forces can include longitudinal force, lateral force (also known as transverse force), or vertical force. Longitudinal force refers to the force along the vehicle's direction of travel (front-to-back direction) and is crucial for vehicle acceleration or deceleration. Lateral force refers to the force perpendicular to the vehicle's direction of travel (left-to-right direction) and is essential for vehicle steering and resisting sideslip. Vertical force refers to the force perpendicular to the road surface, i.e., the normal force exerted by the tire on the road surface (equal in magnitude but opposite in direction to the supporting force exerted by the road surface on the tire).

[0071] 3. Downforce: In the embodiments of this application, the downforce of the tire (i.e., vertical load) refers to the normal force of the tire on the ground, the magnitude of which can be determined by the vehicle's own weight, load distribution and suspension dynamic adjustment.

[0072] Adjusting tire downforce refers to influencing the vertical pressure between the tire and the ground (i.e., the downforce on the tire) by generating active power through suspension actuators or by compressing the suspension shock absorbers, thereby changing the tire's grip (longitudinal force and / or lateral force).

[0073] Figure 1 This is a diagram of the vehicle's suspension. (For example...) Figure 1 As shown, the suspension is used to connect the wheels (or tires) to the vehicle body.

[0074] 4. Yaw rate: refers to the angular velocity of a vehicle rotating about its own vertical axis (that is, the axis that passes through the vehicle's center of gravity and is perpendicular to the ground).

[0075] Yaw velocity can have positive and negative values, and these values ​​represent different directions. For example, in some coordinate systems, a positive value can indicate a right turn (i.e., the vehicle rotates clockwise around its vertical axis), and a negative value can indicate a left turn (i.e., the vehicle rotates counterclockwise around its vertical axis); similarly, in other coordinate systems, a positive value can indicate a left turn, and a negative value can indicate a right turn. In specific implementation scenarios, the direction represented by positive and negative values ​​can be determined by combining the actual coordinate system; this application does not impose any limitations on this aspect.

[0076] The larger the yaw rate, the faster the vehicle rotates around its own vertical axis.

[0077] In the embodiments of this application, actual yaw rate and target yaw rate are involved. The actual yaw rate refers to the yaw rate of the vehicle collected by the vehicle's sensors. The target yaw rate refers to the yaw rate that the driver expects the vehicle to achieve, which is based on the vehicle speed and the torque applied to the steering wheel by the driver, resulting in the steering wheel angle.

[0078] 5. Yaw moment: This is the torque experienced by a vehicle when it rotates around its own vertical axis. Yaw moment is a core mechanical parameter affecting a vehicle's steering dynamics and stability, and its unit is Newton-meter (N·m).

[0079] There is a certain dynamic relationship between yaw moment and yaw acceleration, for example: yaw acceleration = yaw moment / moment of inertia. It is understandable that a change in yaw acceleration will also cause a change in yaw velocity.

[0080] In this embodiment, the yaw moment includes the target yaw moment and the actual yaw moment.

[0081] The target yaw moment refers to the yaw moment that the driver expects the vehicle to achieve, based on the angle of rotation of the steering wheel caused by the torque applied by the driver to the steering wheel.

[0082] Before implementing the vehicle control method provided in this application, the actual yaw moment refers to the yaw moment generated by the target yaw moment and the veering moment on the vehicle. It can be understood that when the steering wheel angle of the vehicle is 0 degrees, the actual yaw moment is equal to the veering moment. The veering moment refers to the moment that causes the vehicle to deflect around its vertical axis due to the difference in tire force between the left and right tires.

[0083] Understandably, the difference between the actual yaw moment and the target yaw moment is the deviation moment.

[0084] 6. Vehicle Status Information: Also known as vehicle motion status information, this is a collection of parameters describing the vehicle's physical state during operation, including position, attitude, speed, wheel speed, yaw rate, and forces. It is the core basis for understanding vehicle dynamics, achieving vehicle control, and ensuring driving safety. This information is typically collected by onboard sensors (such as inertial measurement units (IMUs), lidar, millimeter-wave radar, ultrasonic radar, cameras, wheel speed sensors, torque sensors, or tire swerve sensors) and used for real-time decision-making by the vehicle system.

[0085] 7. Road surface information: In this embodiment of the application, road surface information may include the material information of the road surface on which the vehicle travels (e.g., cement, asphalt, epoxy resin, ceramic tile, etc.), road surface adhesion coefficient, etc.

[0086] 8. Slip ratio: Also known as slip ratio, it represents the ratio of the sliding speed at the tire contact patch to the speed of the wheel center movement, usually expressed as a percentage (%). It is understood that slip ratio is commonly used in vehicle braking scenarios, while slip ratio is commonly used in vehicle driving scenarios; this application does not limit this aspect.

[0087] 9. Power System: The vehicle's power system is the core system that provides the vehicle with the power to move. It can convert energy (such as chemical energy, electrical energy, etc.) into mechanical energy to drive the wheels to roll, thereby enabling the vehicle to move forward or backward.

[0088] 10. Steering System: The steering system is an important component of vehicle control, which can change the direction of the vehicle by turning the wheels left and right.

[0089] 11. Braking System: The braking system is an important component of vehicle safety, which can slow down or stop the movement of the vehicle by generating braking force.

[0090] 12. Friction Ellipse: This is a core concept describing the "force distribution limit" between the tire and the ground. It visually demonstrates the mutual constraint between the longitudinal force (driving / braking force) and the lateral force (lateral force during steering) that the tire can provide under ground adhesion conditions. When the tire is in contact with the ground, the total adhesion force that the ground can provide to the tire is limited (this is determined by the road surface friction coefficient, tire ground load, etc.), and the resultant force of the longitudinal force and the lateral force cannot exceed the tire's maximum adhesion force. If the longitudinal force is taken as the horizontal axis and the lateral force as the vertical axis, the relationship between the two presents an "ellipse" shape in the coordinate system, which is the friction ellipse.

[0091] 13. Front wheel steering assist torque: also known as steering assist torque, refers to the torque output by the steering assist device (such as electric power steering (EPS), hydraulic power steering (HPS)) in the vehicle's steering system to reduce the steering effort required by the driver.

[0092] 14. Cooperative Control Mode: In the embodiments of this application, cooperative control mode refers to a mode in which the steering of the front wheels and the steering of the rear wheels are controlled in a coordinated manner. It can also be called cooperative control mode.

[0093] 15. Open-loop control: This refers to a control method that does not rely on "output feedback" to adjust the control process. Its core logic is: to operate only according to preset input commands (or known disturbances), without checking whether the output has achieved the expected goal, and without correcting the control behavior.

[0094] In the embodiments of this application, open-loop control of front wheel steering refers to using the control of the steering of the front wheels to counteract a portion of the drift torque, rather than using the control of the steering of the front wheels to counteract all the drift torque.

[0095] 16. Closed-loop control: This is a control method that corrects control behavior through "output feedback". Its core logic is: to detect the actual output of the controlled object in real time, compare it with the target value, and adjust the control command according to the deviation until the output approaches or reaches the target.

[0096] In the embodiments of this application, front wheel steering closed-loop control refers to using the steering control of the front wheels to counteract all the running torque; rear wheel steering closed-loop control refers to using the steering control of the rear wheels to counteract all the running torque.

[0097] When a vehicle enters a road with opposing sides, the different coefficients of friction between the left and right sides cause the vehicle's traction control system (TCS), anti-lock braking system (ABS), electronic stability control (ESC), and dynamic traction control (DTC) to apply different driving or braking forces to the left and right tires. This difference can cause the vehicle to veer off course, forcing the driver to intervene with steering, thus increasing the risk of an accident.

[0098] Based on the above-mentioned technical problems, this application provides a vehicle control method. During vehicle operation, when it is detected that the vehicle is traveling on a split road surface, the method reduces the difference in tire force between the left and right tires by adjusting the downforce of the vehicle's tires. The method further reduces the difference in tire force between the left and right tires by using the vehicle's power system, steering system, or braking system. This reduces the torque that causes the vehicle to veer due to the difference in tire force between the left and right tires (for ease of description, this torque is referred to as the veergence torque) to maintain the stability of the vehicle traveling on the split road surface.

[0099] The following is combined first Figure 2 and Figure 3 The intelligent driving device and intelligent driving system applicable to the methods provided in the embodiments of this application will be described respectively.

[0100] Figure 2 This is a functional block diagram of an intelligent driving device provided in an embodiment of this application.

[0101] like Figure 2As shown, the intelligent driving device 200 may include a perception system 210 and a computing platform 220. The perception system 210 may include several sensors for sensing information about the environment surrounding the intelligent driving device 200. For example, the perception system 210 may include a positioning system, which can be a global navigation satellite system (GNSS), such as the Global Positioning System (GPS) or the BeiDou system. Alternatively, the perception system 210 may also include one or more of the following: an inertial measurement unit (IMU), lidar, millimeter-wave radar, ultrasonic radar, and a camera device.

[0102] In the method provided in the embodiments of this application, the perception system 210 can be used to perceive road surface information and / or vehicle status information of the road on which the vehicle is traveling.

[0103] Some or all of the functions of the intelligent driving device 200 can be controlled by the computing platform 220. The computing platform 220 may include processors 221 to 22n. A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In reconfigurable hardware circuits, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement some or all of the functions of the aforementioned units. Furthermore, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. In addition, the computing platform 220 may also include a memory for storing instructions. Some or all of the processors 221 to 22n can call the instructions in the memory to implement the corresponding functions.

[0104] The computing platform 220 can control the operation of the intelligent driving system, which may include an advanced driving assistance system (ADAS) and an autonomous driving system (ADS). The intelligent driving system utilizes various sensors on the vehicle (including but not limited to: LiDAR, millimeter-wave radar, cameras, ultrasonic sensors, GPS, and inertial measurement units) to acquire information from the vehicle's surroundings, and analyzes and processes this information to achieve functions such as obstacle perception, target recognition, vehicle localization, path planning, and driver monitoring / alerts, thereby improving the safety, automation, and comfort of driving.

[0105] At different levels of autonomous driving (or intelligent driving levels, ranging from L0 to L5, totaling six levels), intelligent driving systems can achieve different levels of automated driving assistance based on artificial intelligence algorithms and information acquired by multiple sensors. These levels of autonomous driving are based on the classification standards of the Society of Automotive Engineers (SAE). Specifically, L0 is no automation; L1 is driver assistance; L2 is partial automation; L3 is conditional automation; L4 is high automation; and L5 is full automation. At levels L1 to L3, the task of monitoring road conditions and reacting is jointly completed by the driver and the system, requiring the driver to take over dynamic driving tasks. Levels L4 and L5 allow the driver to completely transform into a passenger. Currently, the functions that intelligent driving systems can achieve mainly include, but are not limited to: adaptive cruise control, automatic emergency braking, automatic parking, blind spot monitoring, forward cross-traffic alert / braking, rear cross-traffic alert / braking, forward collision warning, lane departure warning, lane keeping assist, rear collision warning, traffic sign recognition, traffic jam assist, and highway assist. It should be understood that the above-mentioned functions can have specific modes at different levels of autonomous driving (L0-L5). The higher the level of autonomous driving, the more intelligent the corresponding mode.

[0106] In the method provided in this application embodiment, the computing platform 220 can be used to determine whether the vehicle is driving on a split road surface based on the road surface information and / or vehicle status information obtained by the perception system 210; the computing platform 220 can also be used to determine the adjustment amount of the tire downforce based on the road surface information and / or vehicle status information.

[0107] Figure 3 A schematic block diagram of the intelligent driving system architecture provided in an embodiment of this application is shown.

[0108] like Figure 3As shown, the system 300 includes a sensing module 310 and a control module 320.

[0109] The sensing module 310 may include Figure 2 The perception system 210 shown includes one or more camera devices or one or more radar sensors for collecting environmental information about the area where the vehicle is located, such as parking line information and obstacle information. The perception module 310 can also process the collected environmental information to build a world model consisting of roads, obstacles, etc., for downstream modules (such as the control module 320). The perception module 310 can send the information it collects and / or determines to the control module 320.

[0110] In the method provided in this application embodiment, the sensing module 310 can be used to sense road surface information and / or vehicle status information of the road on which the vehicle is traveling. The control module 320 can be used to determine whether the vehicle is traveling on a split road surface based on the road surface information and / or vehicle status information obtained by the sensing module 310; the control module 320 can also be used to determine the adjustment amount of tire downforce based on the road surface information and / or vehicle status information.

[0111] Before describing the vehicle control method provided in the embodiments of this application, the following will first refer to... Figure 4 Another system architecture applicable to the method provided in this application is described.

[0112] Figure 4 This is a functional block diagram illustrating a system architecture applicable to the methods provided in the embodiments of this application.

[0113] like Figure 4 As shown, the system architecture applicable to the method provided in the embodiments of this application may involve a scene detection module 410, an initial parameter calculation module 420, a suspension coordination module 430, etc., and at least one of the following: a power system 440, a steering system 450, or a braking system 460.

[0114] As an example and not a limitation, the scene detection module 410, the initial parameter calculation module 420, the suspension coordination module 430, etc., can be deployed in, for example, Figure 2 The computing platform 220 shown or Figure 3 The control module 320 shown in this application embodiment is not limited in this respect.

[0115] The scene detection module 410 can be used to determine whether a vehicle is traveling on a split road surface based on the vehicle's status information and / or the road surface information of the road the vehicle is traveling on, and output split scene recognition flag information. It can be understood that the split scene recognition flag information is used to indicate whether the vehicle is in a split scene, that is, to indicate whether the vehicle is traveling on a split road surface. For a detailed description of split scenes, vehicle status information, and road surface information, please refer to the relevant descriptions in the technical terminology section above; for brevity, they will not be repeated here.

[0116] The initial parameter calculation module 420 can be used to calculate the adjustment value of tire downforce based on vehicle status information and / or road surface information.

[0117] The suspension coordination module 430 can be used to adjust the vertical pressure (i.e., tire downforce) between the tire and the ground by applying pressure to the tires of the vehicle through the suspension, based on the adjustment value of the tire downforce output by the initial parameter calculation module 420.

[0118] Adjusting the downforce of the tires changes the difference in tire force between the left and right tires of the vehicle. This difference can be compensated for by any of the following: powertrain 440, steering system 450, or braking system 460. For a detailed description of how the difference in tire force between the left and right tires can be compensated based on any of the powertrain 440, steering system 450, or braking system 460, please refer to the relevant descriptions in the method embodiments below; they will not be elaborated upon here.

[0119] The vehicle control method provided in the embodiments of this application will be described exemplarily below with reference to the accompanying drawings.

[0120] Figure 5 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0121] like Figure 5 The method 500 shown may include S510 and S520.

[0122] The steps of this method can be executed by the vehicle, or by components (such as chips, chip systems, etc.) configured in the vehicle, or by logic modules or software capable of implementing all or part of the vehicle's functions, or by the vehicle control device. This application embodiment does not limit the scope of these actions. The vehicle control device in this application embodiment can be part of the vehicle or other devices or equipment outside the vehicle. In some possible implementations, the vehicle control device can be a detachable or non-detachable part of the vehicle; this application embodiment does not limit the scope of these actions.

[0123] The following describes in detail each step of method 500 using the vehicle control device executing method 500 as an example.

[0124] In S510, it is detected that the vehicle is traveling on a split road surface, and the downforce of the vehicle's tires is adjusted to reduce the difference in tire force between the left and right tires of the vehicle.

[0125] For example, the vehicle control device can determine whether the vehicle is traveling on a split-level road surface based on road surface information and / or vehicle status information. For a detailed description of road surface information and vehicle status information, please refer to the relevant explanations in the technical terminology section above; for brevity, they will not be repeated here. If the vehicle is detected to be traveling on a split-level road surface, the vehicle control device can change the pressure applied to the vehicle's tires by generating active power through the actuators of the vehicle's suspension or by compressing the suspension shock absorbers, thereby changing the downforce of the vehicle's tires on the ground and reducing the difference in tire force between the left and right tires of the vehicle.

[0126] The following is an example of how to detect whether a vehicle is traveling on opposite sides of the road.

[0127] As an example and not a limitation, the vehicle control device may include, for example, Figure 4 The scene detection module 410 shown can detect scenes from, for example, Figure 2 The sensing system 210 shown or as Figure 3 The sensing module 310 shown acquires information collected by vehicle-mounted sensors (such as IMU, lidar, millimeter-wave radar, ultrasonic radar, camera, wheel speed sensor, torque sensor, or tire angle sensor, etc.). For example, it may involve at least one of the following: driver's input information on the vehicle (such as the torque applied by the driver to the steering wheel, steering wheel angle information, vehicle gear information (forward or reverse gear, etc.), vehicle status information, or road surface information, etc., and then the vehicle control device can determine whether the vehicle is traveling on a road surface based on the scene detection module. In specific application scenarios, the driver's input information on the vehicle mentioned above can also be considered as vehicle status information, and this application embodiment does not limit this.

[0128] It is understandable that some vehicle-mounted sensors, after acquiring corresponding raw physical signals or bus signals, can convert these signals into signals with physical semantics, and can also determine whether the acquired signals are valid or usable. If the signal is valid or usable, the vehicle-mounted sensor can output the converted signal with physical semantics and mark the valid signal as valid; if the signal is faulty or unavailable, the vehicle-mounted sensor can mark the valid signal as invalid. In the event that the signal from a certain vehicle-mounted sensor is invalid, the vehicle control device can obtain a substitute value for the signal corresponding to that vehicle-mounted sensor from other modules on the vehicle. This application does not limit this aspect.

[0129] For example, the vehicle control device can obtain the wheel speed of the vehicle's tires from the wheel speed sensor based on the scene detection module 410. Based on the vehicle speed, the wheel speed of each tire and the rolling radius, the vehicle's tire slip ratio can be calculated. If the difference between the slip ratio of at least one left tire and the slip ratio of at least one right tire of the vehicle is greater than a preset slip ratio threshold, the vehicle control device can determine that the vehicle is traveling on a split road surface based on the scene detection module 410.

[0130] In another example, the vehicle control device can obtain images of the road on which the vehicle is traveling from the on-board camera device based on the scene detection module 410, and then analyze the road surface information of the road on which the vehicle is traveling. When the road surface information of the road on which the left tire and the right tire of the vehicle are traveling is different (for example, the left tire of the vehicle is traveling on snow and the right tire is traveling on a cement road), the vehicle control device can determine that the vehicle is traveling on a road with opposite sides based on the scene detection module 410.

[0131] In another example, the vehicle control device can acquire images of the vehicle's tire wheel speed and the road surface the vehicle is traveling on based on the scene detection module 410. Furthermore, it can calculate the tire slip ratio and analyze the road surface information. If the road surface information of the left and right tires of the vehicle is different, and the difference between the slip ratio of at least one left tire and the slip ratio of at least one right tire is greater than a preset slip ratio threshold, the vehicle control device can determine that the vehicle is traveling on a split road surface based on the scene detection module 410.

[0132] When the vehicle is detected to be traveling on a split road surface, the vehicle control unit can adjust the downforce of the vehicle's tires, thereby changing the difference in tire force between the left and right tires. This is illustrated below.

[0133] It's understandable that when a vehicle is traveling on a split-level road, there will be a difference in tire force (e.g., longitudinal force) between the left and right tires. This difference in tire force can generate a yawing torque that causes the vehicle to veer off course. By adjusting the tire downforce, the tire force of either the left or right tire can be changed, thereby altering the difference between the two tire forces. This, in turn, changes the magnitude of the yawing torque. In other words, by adjusting the tire downforce and reducing the difference in tire force between the left and right tires, the yawing torque is reduced, thus contributing to the vehicle's stability on split-level roads.

[0134] In S520, the difference in tire force is further reduced by any of the following: power system, steering system, or braking system, such that the difference in tire force is less than or equal to the threshold corresponding to stable vehicle operation.

[0135] The threshold corresponding to stable vehicle driving (referred to as the stability threshold for ease of description) can be preset. The stability threshold can be understood as the maximum value that the tire force difference between the two sides of the vehicle can reach during stable driving (i.e., driving without veering off course). Once the tire force difference between the two sides of the vehicle exceeds this stability threshold, the vehicle may veer off course and will be unable to maintain vehicle stability.

[0136] Understandably, the stability threshold can be determined based on empirical or simulation data. In practical applications, the stability threshold can be a value greater than or equal to 0.

[0137] For example, after reducing the tire force difference between the left and right tires by adjusting the tire downforce, the vehicle control unit can further reduce the tire force difference through any one of the power system, steering system or braking system, thereby reducing the yaw torque caused by the tire force difference to maintain the stability of the vehicle when driving on the opposite road surface.

[0138] For example, in acceleration scenarios, the vehicle control unit can reduce the difference in tire force between the left and right tires of the vehicle through the power system. In other words, the vehicle control unit can use the difference in driving force between the left and right tires to generate ground reaction force, forming a "corrective torque" in the opposite direction to the yaw torque, thereby balancing the vehicle's rotational tendency (i.e., yaw tendency) around its own vertical axis.

[0139] For example, if the longitudinal force of the left tire of a vehicle is less than that of the right tire, and the vehicle control device increases the downforce of the left tire, the vehicle control device can also increase the longitudinal force of the left tire by increasing the driving force of the left tire through the power system, thereby compensating for the difference in tire force between the left and right tires of the vehicle.

[0140] For example, if the longitudinal force on the left tire of a vehicle is less than that on the right tire, the vehicle control device can reduce the driving force on the right tire through the power system to reduce the longitudinal force on the right tire, thereby compensating for the difference in tire force between the left and right tires.

[0141] Regarding the size of the difference in driving force used to counteract the deviation torque, it can be combined with currently known implementation methods, and this application does not limit this aspect.

[0142] Another example is in braking scenarios, where the vehicle control unit can reduce the difference in tire force between the left and right tires through the braking system. In other words, the vehicle control unit can utilize the difference in braking force between the left and right tires to generate ground reaction force, forming a "corrective torque" that is opposite to the direction of the yaw torque, thereby balancing the vehicle's rotational tendency (i.e., yaw tendency) around its vertical axis.

[0143] It is understandable that, in braking scenarios, the longitudinal force of the tire is approximately equal to the braking force of the tire.

[0144] For example, when the longitudinal force of the left tire is less than that of the right tire during vehicle operation, and the vehicle control device increases the downforce on the left tire, the vehicle control device can also compensate for the difference in tire force between the left and right tires by increasing the braking force applied to the left tire.

[0145] For example, when the longitudinal force on the left tire of a vehicle is less than that on the right tire during vehicle operation, the vehicle control device can compensate for the difference in tire force between the left and right tires by reducing the braking force applied to the right tire.

[0146] Regarding the amount of braking force difference used to counteract the deviation torque, existing known implementation methods can be used, and this application does not limit this aspect.

[0147] Another example is the further reduction of the tire force difference by any of the following: the powertrain, steering system, or braking system, including: controlling the steering of the front wheels and / or rear wheels of the vehicle via the steering system to further reduce the tire force difference. That is, the vehicle control unit can compensate for the tire force difference between the left and right tires of the vehicle through the steering system. In other words, the vehicle control unit can balance the vehicle's rotational tendency (i.e., tendency to veer) about its vertical axis by steering the front wheels and / or the rear wheels.

[0148] In one possible implementation, controlling the steering of the front wheels and / or rear wheels of the vehicle includes: determining a first coefficient and a second coefficient, the first coefficient indicating the weight of controlling the steering of the front wheels and the second coefficient indicating the weight of controlling the steering of the rear wheels; controlling the steering of the front wheels based on the first coefficient; and controlling the steering of the rear wheels based on the second coefficient.

[0149] Optionally, the first coefficient and the second coefficient are determined based on the vehicle speed; wherein, if the vehicle speed is greater than or equal to a first speed threshold, the first coefficient is greater than the second coefficient; or, if the vehicle speed is less than the first speed threshold, the first coefficient is less than the second coefficient.

[0150] The first vehicle speed threshold can be preset. The first vehicle speed threshold can be determined based on empirical data or simulation data.

[0151] The first speed threshold can be understood as the boundary value (e.g., the maximum value) of the vehicle speed that is applicable when the vehicle stability is mainly maintained by controlling the steering of the rear wheels. Once the vehicle speed reaches the first speed threshold, controlling the steering of the rear wheels may not be able to maintain the vehicle stability. Therefore, when the vehicle speed is greater than or equal to the first speed threshold, the vehicle stability is mainly maintained by controlling the steering of the front wheels.

[0152] For example, the vehicle control device can calculate the actual yaw moment of the vehicle based on the tire force, and determine the first and second coefficients in combination with the vehicle speed, and reasonably allocate the first parameter for controlling the steering of the front wheels and the second parameter for controlling the steering of the rear wheels to compensate for the actual yaw moment, so that the yaw moment of the vehicle reaches the target yaw moment.

[0153] The following is an example of calculating the actual yaw moment of a vehicle based on tire forces.

[0154] As an example, and not a limitation, the actual yaw moment of a vehicle satisfies the following formula: I = [La(F] x,fl +F x,fr )+Lb(F x,rl +F x,rr)]+0.5B(F y,fl +F y,rl -F y,fr -F y,rr ), where I represents the actual yaw moment of the vehicle, La represents the distance from the vehicle's center of gravity to the front axle, Lb represents the distance from the vehicle's center of gravity to the rear axle, B represents the length of the front or rear track, and F x,fl F represents the lateral force on the left front wheel of the vehicle. x,fr F represents the lateral force on the right front wheel of the vehicle. x,rl F represents the lateral force on the left rear wheel of the vehicle. x,rr F represents the lateral force on the right rear wheel of the vehicle. y,fl F represents the longitudinal force on the left front wheel of the vehicle. y,rl F represents the longitudinal force on the left rear wheel of the vehicle. y,fr F represents the longitudinal force on the right rear wheel of the vehicle. y,rl This indicates the longitudinal force on the left rear wheel of the vehicle.

[0155] As mentioned in the technical terminology section above, the difference between the actual yaw moment and the target yaw moment is the deviation moment. For a detailed description of the actual yaw moment and the target yaw moment, please refer to the relevant explanations in the technical terminology section above. For the sake of brevity, it will not be repeated here.

[0156] As an example, and not a limitation, based on empirical or simulation data, a pre-defined correspondence between vehicle speed ranges and the first and second coefficients can be established (for ease of description, this correspondence will be referred to as the first correspondence). In other words, the vehicle control device can pre-store this first correspondence so that it can determine the first and second coefficients based on the first correspondence and the vehicle's speed.

[0157] For example, if the vehicle is traveling on a road with two lanes in opposite directions, and the difference between the vehicle's actual yaw rate and the target yaw rate is greater than or equal to a first threshold, the vehicle control device can determine a first coefficient and a second coefficient based on the vehicle's speed and the first correspondence, and then determine a first parameter and a second parameter based on the first coefficient and the second coefficient.

[0158] In other words, the vehicle control device can control the vehicle using the first and second parameters when the vehicle's yaw torque is large.

[0159] The first threshold can be preset. The first threshold can be determined based on empirical data or simulation data.

[0160] Understandably, the first threshold can be understood as the boundary value that can maintain vehicle stability when only the front or rear wheels of the vehicle are controlled. Once the difference between the actual yaw rate and the target yaw rate of the vehicle reaches the first threshold, it may be impossible to maintain vehicle stability when only the front or rear wheels of the vehicle are controlled.

[0161] When the vehicle speed is below a certain threshold, the level of front-wheel steering assistance can be reduced, and the limits for rear-wheel steering angle and / or rear-wheel steering angular velocity can be increased to maintain vehicle stability. This also helps reduce the amount of manual intervention the driver needs to exert on the steering wheel in manual driving mode, enhancing the driving experience and comfort, and allowing for more flexible adjustments to vehicle posture. When the vehicle speed is greater than or equal to a certain threshold, the limits for rear-wheel steering angle and / or rear-wheel steering angular velocity can be reduced to mitigate instability caused by rapid changes in rear-wheel steering angle at high speeds. The level of front-wheel steering assistance can be increased to prevent the vehicle from veering off course in high-speed driving scenarios, reducing the risk of loss of control.

[0162] Optionally, the sum of the first coefficient and the second coefficient is 1.

[0163] As an example and not a limitation, if the difference between the vehicle's actual yaw rate and the target yaw rate is greater than or equal to a first threshold, both the first coefficient and the second coefficient are non-zero; or, if the difference between the vehicle's actual yaw rate and the target yaw rate is less than the first threshold but greater than or equal to a second threshold, and the vehicle's speed is greater than or equal to a second speed threshold, the first coefficient is 1 and the second coefficient is 0; or, if the difference between the vehicle's actual yaw rate and the target yaw rate is less than the first threshold but greater than or equal to a third threshold, and the vehicle's speed is less than the second speed threshold, the first coefficient is 0 and the second coefficient is 1.

[0164] The second speed threshold, the third speed threshold, and the second speed limit can be preset. These thresholds can be determined based on empirical or simulation data. The second speed threshold is less than the first speed threshold. The third speed threshold is less than the first speed threshold.

[0165] The second speed threshold can be understood as the boundary value (e.g., the maximum value) of the vehicle speed applicable when maintaining vehicle stability solely by controlling the steering of the rear wheels. Once the vehicle speed reaches this second speed threshold, controlling the steering of the rear wheels alone may not be enough to maintain vehicle stability.

[0166] It is understood that in practical application scenarios, the first vehicle speed threshold and the second vehicle speed threshold may be the same or different, and the embodiments of this application do not limit this.

[0167] The second threshold can be understood as the boundary value (e.g., the maximum value) at which a vehicle can maintain stability without controlling the steering of the front and / or rear wheels. Once the difference between the actual yaw rate and the target yaw rate reaches this second threshold, it is necessary to consider whether to maintain vehicle stability by controlling the steering of the front wheels or by controlling the steering of the rear wheels.

[0168] Similar to the second threshold, the third threshold can be understood as the boundary value (e.g., the maximum value) at which the vehicle can maintain stability without controlling the steering of the front and / or rear wheels. Once the difference between the actual yaw rate and the target yaw rate reaches this third threshold, it is necessary to consider whether to maintain vehicle stability by controlling the steering of the front wheels or by controlling the steering of the rear wheels.

[0169] It is understood that in practical application scenarios, the second threshold and the third threshold may be the same or different, and this application embodiment does not limit this.

[0170] As an example rather than a limitation, the vehicle control unit can determine the target yaw rate based on the steering wheel angle (e.g., the actual steering wheel angle) and vehicle speed, and compare the actual yaw rate with the target yaw rate to determine whether the difference between the actual yaw rate and the target yaw rate is greater than or equal to a first threshold.

[0171] Regarding how to determine the target yaw rate based on the steering wheel angle and vehicle speed, it can be based on currently known calculation or determination methods. For example, the target yaw rate can be obtained by dividing the vehicle speed by the turning radius, where the turning radius is estimated based on the actual steering wheel angle. Alternatively, the target yaw rate can be determined based on a pre-stored correspondence between steering wheel angle, vehicle speed, and target yaw rate. This application does not limit this approach.

[0172] When both the first and second coefficients are non-zero, the vehicle control device can perform coordinated control of the steering of the front wheels and the steering of the rear wheels. For ease of description, in the embodiments of this application, the mode of coordinated control of the steering of the front wheels and the steering of the rear wheels can be simply referred to as the coordinated control mode or the cooperative control mode.

[0173] For example, taking into account the actual yaw rate, the target yaw rate, the restrictions on the steering of the front wheels and the restrictions on the steering of the rear wheels, within the range of the restrictions on the steering of the front wheels, the front wheels compensate for the maximum difference in yaw rate that the front wheels can compensate for, and the remaining difference in yaw rate is compensated by the steering of the rear wheels.

[0174] Another example is to comprehensively consider the actual yaw rate, the target yaw rate, the restrictions on the steering of the front wheels and the restrictions on the steering of the rear wheels. Within the restrictions on the steering of the rear wheels, the rear wheels compensate for the maximum difference in yaw rate that the rear wheels can compensate for, and the remaining difference in yaw rate is compensated by the steering of the front wheels.

[0175] In another example, by comprehensively considering the actual yaw rate, the target yaw rate, the restrictions on the steering of the front wheels, and the restrictions on the steering of the rear wheels, a weight allocation can be made for the steering of the front wheels and the steering of the rear wheels. This allows the actual yaw rate to be compensated by the first and second coefficients under the restrictions on the steering of the front wheels and the steering of the rear wheels, so that the yaw rate of the vehicle reaches the target yaw rate.

[0176] With the first coefficient being 1 and the second coefficient being 0, the vehicle control device can perform closed-loop control of the steering of the front wheels, using the control of the steering of the front wheels to counteract all the running torque (that is, all the running torque after adjusting the downforce).

[0177] With the first coefficient being 0 and the second coefficient being 1, the vehicle control device can perform closed-loop control of the rear wheel steering, using the control of the rear wheel steering to counteract all the running torque (that is, all the running torque after adjusting the downforce).

[0178] In one possible implementation, adjusting the downforce of the vehicle's tires includes: increasing the downforce of the tires on a first side of the vehicle, wherein the coefficient of friction of the road surface on which the tires on the first side travel is less than the coefficient of friction of the road surface on which the tires on the second side of the vehicle travel; wherein, when the left side of the vehicle is the first side, the right side of the vehicle is the second side; or, when the right side of the vehicle is the first side, the left side of the vehicle is the second side.

[0179] By increasing the downforce of the tire on the first side of the vehicle, the longitudinal and vertical forces of the tire on the first side can be increased, the difference between the longitudinal and vertical forces on the left and right sides can be reduced, thereby reducing the yaw moment and lowering the probability of the vehicle veering off course when accelerating and / or braking on the opposite side of the road, so as to maintain the stability of the vehicle when driving on the opposite side of the road.

[0180] The following explanation of implementation method one is further illustrated in conjunction with Table 1.

[0181] Table 1

[0182]

[0183] In one possible implementation A, increasing the downforce of the tires on the first side of the vehicle includes: increasing the downforce of the tires on the first side when the difference between a first coefficient of adhesion and a second coefficient of adhesion is greater than or equal to a target threshold; wherein the first coefficient of adhesion is the coefficient of adhesion of the road surface traveled by the left tire, and the second coefficient of adhesion is the coefficient of adhesion of the road surface traveled by the right tire. In this way, after adjusting the downforce of the vehicle's tires, the difference in tire force is reduced.

[0184] The target threshold can be preset. It can be determined based on empirical or simulation data. The target threshold can be understood as the maximum allowable difference in the coefficient of friction between the tires on the left and right sides of the vehicle, under conditions where the vehicle can drive stably. If the difference in the coefficient of friction exceeds this target threshold, the vehicle may veer off course and lose stability.

[0185] In other words, a large difference in the coefficient of adhesion between the left and right sides indicates a large difference in the longitudinal force between the left and right sides, resulting in a larger velocity torque. Therefore, it is necessary to increase the downforce of the tire on the side with the smaller coefficient of adhesion to increase the longitudinal force of the tire on the side with the smaller coefficient of adhesion, thereby reducing the difference in the longitudinal force between the left and right sides, and thus reducing the velocity torque. This reduces the probability of the vehicle veering off course when accelerating and / or braking on a split road surface, in order to maintain the stability of the vehicle when driving on a split road surface.

[0186] As shown in Table 1, when the difference between the first and second adhesion coefficients is greater than or equal to the target threshold, and the absolute value of the vehicle's longitudinal acceleration is greater than or equal to the acceleration threshold, the downforce of the right tire is increased, thereby increasing the longitudinal force of the right tire, reducing the difference in longitudinal forces between the left and right sides, and thus reducing the yaw torque, reducing the probability of the vehicle veering off course when accelerating and / or braking on the split road surface, so as to maintain the stability of the vehicle when driving on the split road surface.

[0187] In one possible implementation, B, increasing the downforce of the tires on the first side of the vehicle includes: increasing the downforce of the tires on the first side when the difference between a first coefficient of adhesion and a second coefficient of adhesion is less than a target threshold, but the absolute value of the vehicle's longitudinal acceleration is greater than or equal to an acceleration threshold; wherein the first coefficient of adhesion is the coefficient of adhesion of the road surface traveled by the left tire, and the second coefficient of adhesion is the coefficient of adhesion of the road surface traveled by the right tire. In this way, after adjusting the downforce of the vehicle's tires, the difference in tire force is reduced.

[0188] In other words, when the difference in the coefficient of adhesion between the left and right sides is small, but the longitudinal acceleration of the vehicle is also large, it can be assumed that the difference in the longitudinal force between the left and right sides is large, and the velocity torque is large. Therefore, it is necessary to increase the downforce of the tire on the side with the smaller coefficient of adhesion to increase the longitudinal and vertical forces of the tire on the side with the smaller coefficient of adhesion, thereby reducing the difference in the longitudinal and vertical forces between the left and right sides, and thus reducing the velocity torque. This reduces the probability of the vehicle veering off course when accelerating and / or braking on a split road surface, in order to maintain the stability of the vehicle when driving on a split road surface.

[0189] As shown in Table 1, the coefficient of adhesion of the road surface on the wheel surface traveled by the left tire of the vehicle is higher than that on the road surface traveled by the right tire of the vehicle, that is, the first coefficient of adhesion is greater than the second coefficient of adhesion.

[0190] When the difference between the first and second adhesion coefficients is less than the target threshold, and the absolute value of the vehicle's longitudinal acceleration is greater than or equal to the acceleration threshold, the downforce of the right tire is increased, thereby increasing the longitudinal and vertical forces of the right tire, reducing the difference between the longitudinal and vertical forces on the left and right sides, and thus reducing the yaw torque. This reduces the probability of the vehicle veering off course when accelerating and / or braking on the split road surface, thereby maintaining the stability of the vehicle when driving on the split road surface.

[0191] Regarding the situation where the difference between the first and second adhesion coefficients is less than the target threshold, and the absolute value of the vehicle's longitudinal acceleration is less than the acceleration threshold, the method embodiment described below can be consulted. This method 500 will not be described in detail here.

[0192] In the above implementation methods A and B, the road surface adhesion coefficient can be determined based on the tire slip ratio, and this application embodiment does not limit this.

[0193] The following provides an example of how to determine downforce.

[0194] In one possible implementation, downforce is determined based on a target parameter that is related to the vehicle's state.

[0195] For example, a vehicle control device can utilize, such as Figure 4 The initial parameter calculation module 420 shown calculates the downforce of the vehicle's tires based on parameters related to the vehicle's state (i.e., target parameters).

[0196] It is understandable that the vehicle status information mentioned above may include target parameters.

[0197] Optionally, the target parameters may include at least one of the following: the vehicle's longitudinal acceleration, front wheel steering angle, rear wheel steering angle, tire force, tire slip angle, wheel speed, vehicle speed, and the correspondence between the slip ratio and the road adhesion coefficient (for ease of description, denoted as the second correspondence); wherein, the slip ratio is related to the wheel speed and vehicle speed.

[0198] Optionally, adjusting the downforce of the vehicle's tires includes: determining an initial adjustment value for the downforce of a target tire of the vehicle based on a first target parameter in the target parameters; correcting the initial adjustment value based on a second target parameter in the target parameters to obtain a target adjustment value for the downforce of the target tire; and adjusting the downforce of the target tire based on the target adjustment value.

[0199] The target tire is the tire on the side where downforce needs adjustment, such as the tire on the first side mentioned in implementations A and B above, that is, the tire on the side with the lower coefficient of friction on the road surface. In other words, the target tire can be determined based on implementations A and B above. The first target parameter and the second target parameter are not exactly the same, or it can be understood that at least one of the first target parameter and the second target parameter is different.

[0200] It is understandable that the downforce adjustment value for the target tire refers to the direction and amount of adjustment of the initial downforce of the target tire. The initial downforce refers to the downforce of the target tire when the vehicle was detected to be in a two-way driving scenario.

[0201] As an example and not a limitation, the direction of adjustment can include upward adjustment or downward adjustment. Upward adjustment means increasing the downforce of the target tire, while downward adjustment means decreasing the downforce of the target tire.

[0202] For example, the first target parameter includes longitudinal acceleration, wheel speed, vehicle speed and a second correspondence; the second target parameter includes front wheel steering angle, rear wheel steering angle and tire force.

[0203] The following is an example of how to determine the initial adjustment value of the downforce for the target tire of the vehicle.

[0204] As an example and not a limitation, vehicle control devices may include, for example, Figure 4The initial parameter calculation module 420 shown calculates the slip ratio of the first tire based on the vehicle speed and the wheel speed of the first tire (any tire on the vehicle). Since there is a correspondence between the tire slip ratio and the road surface adhesion coefficient (i.e., a second correspondence), the adhesion coefficient of the road surface traveled by the first tire can be determined based on the slip ratio of the first tire and the second correspondence. Therefore, the vehicle control device can determine the adhesion coefficient of the road surface traveled by each tire; that is, the vehicle control device can determine the first adhesion coefficient and the second adhesion coefficient. Furthermore, the vehicle control device can obtain the difference between the first adhesion coefficient and the second adhesion coefficient. It can be understood that the difference between the first adhesion coefficient and the second adhesion coefficient may include the difference between the adhesion coefficient of the road surface traveled by the left front wheel and the right front wheel, and / or, the difference between the adhesion coefficient of the road surface traveled by the left rear wheel and the right rear wheel.

[0205] Based on empirical or simulation data, a pre-defined correspondence can be established between longitudinal acceleration, the difference between the first and second coefficients of adhesion, and the initial adjustment value of downforce (for ease of description, this correspondence is referred to as the second correspondence). In other words, the vehicle control device can pre-store this second correspondence, so that, given the difference between the first and second coefficients of adhesion, the vehicle control device can determine from this second correspondence the initial adjustment value of downforce corresponding to the difference between the first and second coefficients of adhesion, which is the initial adjustment value of downforce for the target tire.

[0206] After determining the initial adjustment value for the downforce of the target tire, the vehicle control unit can determine the target adjustment value for the downforce of the target tire based on the second target parameter. The following combines... Figure 6 This will be illustrated by example.

[0207] Figure 6 This is a schematic block diagram of the suspension coordination module provided in the embodiments of this application.

[0208] like Figure 6 As shown, the suspension coordination module 430 can be used to calculate the actual yaw moment of the vehicle and the limits of the vehicle's tire forces (such as the limits of longitudinal force and lateral force), and combine the actual yaw moment of the vehicle and the limits of the vehicle's tire forces to correct the initial adjustment value of the downforce of the target tire, so as to obtain the target adjustment value of the downforce of the target tire.

[0209] For example, the vehicle control unit can use the suspension coordination module 430 to calculate the lateral force (i.e., side force) of the front wheels in the target tires based on the actual steering angle of the front wheels (or the actual steering wheel angle), and calculate the lateral force of the rear wheels in the target tires based on the actual steering angle of the rear wheels. Then, based on the lateral forces of the front and rear wheels in the target tires, the initial adjustment value of the downforce of the target tires can be corrected; that is, the initial adjustment values ​​of the downforce of the front and rear wheels in the target tires can be fine-tuned. For example, the initial adjustment value of the downforce of the tire with the smaller lateral force in the target tires can be increased, and / or the initial adjustment value of the downforce of the tire with the larger lateral force in the target tires can be decreased, so as to minimize the difference between the lateral forces of the front and rear wheels in the target tires.

[0210] Furthermore, the vehicle control device can determine the limit of tire force based on the slip ratio (or the difference between the first adhesion coefficient and the second adhesion coefficient) and the wheel slip angle through the suspension coordination module 430. It can also determine whether the longitudinal force and lateral force of the tire are within the friction ellipse by combining the tire force. If the longitudinal force is greater than the longitudinal force limit or the lateral force is greater than the lateral force limit, the initial value after fine adjustment can be increased to obtain the target adjustment value. In this way, the tire will not slip due to changes in downforce, thereby maintaining the grip of the wheel.

[0211] Understandably, if the longitudinal force is less than or equal to the longitudinal force limit, and the lateral force is less than or equal to the lateral force limit, then the initial value after fine-tuning does not need to be adjusted again; that is, the initial adjustment value after fine-tuning is the target adjustment value.

[0212] After determining the target adjustment value for the target tire, the vehicle control unit can adjust the downforce of the target tire based on that target adjustment value.

[0213] For example, when the vehicle control device compensates for the difference in tire force between the left and right tires of the vehicle through the steering system, the above... Figure 4 The initial parameter calculation module 420 can also be used to calculate the limits of front wheel steering and rear wheel steering (referred to as front and rear wheel steering limits); it can also be used to calculate the limits of correction torque. The following is in conjunction with... Figure 6 This needs to be explained.

[0214] Figure 7 This is a schematic block diagram of the initial parameter calculation module provided in the embodiments of this application.

[0215] like Figure 7 As shown, the initial parameter calculation module 420 can be used to calculate the initial adjustment value of the downforce of the target tire, and can also be used to calculate the steering limit and correction torque limit of the front and rear wheels.

[0216] The vehicle control unit can use the initial parameter calculation module 420 to determine the target tire based on either implementation method A or B described above, and then further calculate the preliminary adjustment value of the downforce of the target tire. For a detailed description of how the initial parameter calculation module 420 calculates the preliminary adjustment value of the downforce of the target tire, please refer to the relevant description in method 500 above, which will not be repeated here for the sake of brevity.

[0217] The following is an example of how to calculate the steering limits of the front and rear wheels.

[0218] Understandably, for driving safety reasons, there are certain limits on the steering of the front and rear wheels of a vehicle (i.e., the limits on the steering of the front and rear wheels as specified in current automotive standards). For example, the limitation on the steering of the front wheels may be a limitation on the steering assist torque of the front wheels (e.g., the steering assist torque of the front wheels has a maximum limit), and the limitation on the steering of the rear wheels may be a limitation on the steering angle and / or steering angular velocity of the rear wheels (e.g., the steering angle of the rear wheels has a maximum limit, and / or, the steering angular velocity of the rear wheels has a maximum limit).

[0219] For ease of description, in the embodiments of this application, the limits on the steering of the front wheels specified in the current automotive industry standards are referred to as the initial limits on the steering of the front wheels (e.g., the initial limits on the steering assist torque of the front wheels); and the limits on the steering of the rear wheels specified in the current automotive industry standards are referred to as the initial limits on the steering of the rear wheels (e.g., the initial limits on the steering angle of the rear wheels and / or the initial limits on the steering angular velocity of the rear wheels).

[0220] The initial parameter calculation module 420 can be used to adjust the initial limits of the front wheel steering and the initial limits of the rear wheel steering angular velocity based on target parameters (such as vehicle speed), to obtain the target limits of the front wheel steering and the rear wheel steering angular velocity. This allows the steering system to combine the target limits of the front wheel steering and the target limits of the rear wheel steering to compensate for the difference in tire force between the left and right tires.

[0221] For example, the initial parameter calculation module 420 can be used to first determine the first coefficient and the second coefficient based on the vehicle speed and the first correspondence. If the first coefficient is not 0, the first coefficient is multiplied by the initial limit of the front wheel steering to obtain the target limit of the front wheel steering. If the first coefficient is 0, the initial limit of the front wheel steering is the target limit of the front wheel steering. If the second coefficient is not 0, the second coefficient is multiplied by the initial limit of the rear wheel steering to obtain the target limit of the rear wheel steering. If the second coefficient is 0, the initial limit of the rear wheel steering is the target limit of the rear wheel steering.

[0222] The following is an illustrative example of how to calculate the limit value of the corrected torque.

[0223] The initial parameter calculation module 420 can be used to calculate the limit of the correction torque (e.g., the maximum value of the correction torque) based on the initial adjustment value of the downforce of the target tire, the target limit of the front wheel steering, and the target limit of the rear wheel steering, so as to ensure that the correction torque can compensate for the vehicle's yaw torque.

[0224] The following provides an illustrative example of how to calculate the limit value of the corrected torque.

[0225] For example, the coefficient of friction of the road surface traveled by the tire on the side where downforce adjustment is not needed (for ease of description, let's call it the non-target tire) is μ1, and the coefficient of friction of the road surface traveled by the target tire (i.e., the tire on the side where downforce adjustment is determined) is μ2. The vertical force of the front wheel of the non-target tire is F. z,f The vertical force on the rear wheel of the non-target tire is F. z,r Based on the initial adjustment value of the downforce of the target tire, the vertical forces of the front and rear wheels of the target tire can be obtained. For example, the vertical force of the front wheel of the target tire is F'. z,f The vertical force on the rear wheel of the target tire is F'. z,r .

[0226] It is understandable that the lateral force of the front wheel in the non-target tire (denoted as F for ease of description) x,f ) and longitudinal force (for ease of description, denoted as F) y,f The perpendicular force between the target tire and the front wheel of the non-target tire satisfies the following relationship: Among them, F bound This represents the boundary value of the frictional ellipse satisfied by the lateral and longitudinal forces of the front wheel in the non-target tire; therefore, μ1F z,f It is the maximum value of the resultant force of the lateral and longitudinal forces on the front wheel of the non-target tire.

[0227] Without loss of generality, the lateral force of the front wheel in the target tire (denoted as F' for ease of description) x,f ) and longitudinal force (for ease of description, denoted as F') y,f The perpendicular force between the target tire and the front wheel satisfies the following relationship: Among them, F' bound Let μ2F' represent the boundary value of the frictional ellipse satisfied by the lateral and longitudinal forces of the front wheel in the target tire. z,f It is the maximum value of the resultant force of the lateral and longitudinal forces in the front wheel of the target tire.

[0228] For example, the limit of the corrected torque satisfies the following formula: M 修max =La(μ1F z,f sinα+μ2F' z,f sinα)+Lb(μ1Fz,r sinβ+μ2F' z,r sinβ), where M 修max Let La represent the maximum value of the corrective torque, La represent the distance from the vehicle's center of gravity to the front axle, Lb represent the distance from the vehicle's center of gravity to the rear axle, α represent the angle of the front wheels corresponding to the target limit of the steering of the front wheels in the target tires, and β represent the angle of the rear wheels corresponding to the target limit of the steering of the rear wheels in the target tires. La(μ1F) z, f sinα+μ2F' z,f sinα) represents the maximum corrective torque that the front wheels of the vehicle can provide, Lb(μ1F) z,r sinβ+μ2F' z,r sinβ) represents the maximum corrective torque that the rear wheels of the vehicle can provide.

[0229] As an example, and not a limitation, the initial parameter calculation module 420 may also output one or more of the following: suspension activation flag, front wheel steering control activation flag, or rear wheel steering activation flag. The suspension activation flag indicates whether to adjust tire downforce; the front wheel steering control activation flag indicates whether the steering system needs to control the steering of the front wheels; and the rear wheel steering activation flag indicates whether the steering system needs to control the steering of the rear wheels.

[0230] Based on the aforementioned method 500, when a vehicle is traveling in a split-drive scenario, the difference in tire force between the left and right tires is reduced by adjusting the downforce of the vehicle's tires. This difference is further reduced through the vehicle's powertrain, steering system, or braking system, thereby decreasing the torque that causes the vehicle to veer due to the difference in tire force and maintaining vehicle stability on split-drive surfaces. For example, in a split-drive scenario where the coefficients of friction of the tires on the left and right sides of the vehicle differ significantly, the downforce of the tire on the side with the lower coefficient of friction can be increased. This increases the wheel load on the side with the higher coefficient of friction, helping to reduce the veerging torque caused by the difference in longitudinal forces between the left and right wheels. This veerging torque can be counteracted through any of the drivetrain, steering system, or braking system, further contributing to vehicle stability. For example, in a driving scenario where the vehicle is traveling in a two-way configuration, if the vehicle's longitudinal acceleration is large and the difference in the coefficient of friction of the road surface between the left and right tires is small, the downforce of the tire on the side with the lower coefficient of friction can be increased. This increases the wheel load on the side with the higher coefficient of friction, which helps reduce the yaw torque caused by the difference in longitudinal forces between the left and right wheels. This yaw torque can be counteracted by any of the drive system, steering system, or braking system, thus helping to maintain vehicle stability.

[0231] Figure 8 This is a schematic flowchart of another vehicle control method provided in an embodiment of this application.

[0232] like Figure 8 The method 800 shown may include S810 and S820.

[0233] The steps of this method can be executed by the vehicle, or by components (such as chips, chip systems, etc.) configured in the vehicle, or by logic modules or software capable of implementing all or part of the vehicle's functions, or by the vehicle control device. This application embodiment does not limit the scope of these actions. The vehicle control device in this application embodiment can be part of the vehicle or other devices or equipment outside the vehicle. In some possible implementations, the vehicle control device can be a detachable or non-detachable part of the vehicle; this application embodiment does not limit the scope of these actions.

[0234] The following describes in detail each step of method 800, taking the execution of method 800 by a vehicle control device as an example.

[0235] In S810, it is detected that the vehicle is traveling on a split road surface, and the downforce of the vehicle's tires is adjusted to change the difference in tire force between the left and right tires of the vehicle.

[0236] For example, the vehicle control device can determine whether the vehicle is traveling on a split-level road surface based on road surface information and / or vehicle status information. For a detailed description of road surface information and vehicle status information, please refer to the relevant explanations in the technical terminology section above; for brevity, they will not be repeated here. If the vehicle is detected to be traveling on a split-level road surface, the vehicle control device can change the pressure applied to the vehicle's tires by the suspension actuators generating active power or by compressing the suspension shock absorbers, thereby changing the downforce of the vehicle's tires on the ground, and consequently changing the difference in tire force between the left and right tires of the vehicle.

[0237] For a detailed explanation of how to detect whether a vehicle is traveling on a road surface with opposite sides, please refer to the relevant description of S510 in Method 500 above. For the sake of brevity, it will not be repeated here.

[0238] In S820, the difference in tire force is compensated by any of the following: the power system, steering system, or braking system, so that the difference in tire force is less than or equal to the threshold corresponding to stable vehicle operation.

[0239] For a detailed description of the threshold corresponding to stable vehicle operation, please refer to the relevant description in S520 of method 500 above. For the sake of brevity, it will not be repeated here.

[0240] The difference in tire force is compensated by any of the following: the power system, steering system, or braking system; that is, the difference in tire force is reduced by any of the following: the power system, steering system, or braking system. For a detailed description, please refer to the relevant description of S520 in method 500 above; for the sake of brevity, it will not be repeated here.

[0241] In one possible implementation, adjusting the downforce of the vehicle's tires includes: increasing the downforce of the tires on the second side of the vehicle, wherein the coefficient of friction of the road surface on which the tires on the second side travel is greater than the coefficient of friction of the road surface on which the tires on the first side of the vehicle travel; wherein, when the left side of the vehicle is the first side, the right side of the vehicle is the second side; or, when the right side of the vehicle is the first side, the left side of the vehicle is the second side.

[0242] Understandably, increasing the downforce of the tire on the side with the higher coefficient of adhesion will increase the longitudinal and vertical forces on that tire. As a result, although the difference in longitudinal and vertical forces between the left and right tires will increase, it will help improve the vehicle's acceleration and braking performance. Furthermore, the increased yaw torque caused by the increased difference in longitudinal and vertical forces between the left and right tires can be offset by any one of the power system, steering system, or braking system, thereby maintaining the vehicle's stability when driving on opposite sides of the road.

[0243] More specifically, in one possible implementation C, increasing the downforce of the tire on the second side of the vehicle includes: increasing the downforce of the tire on the second side when the difference between the first coefficient of adhesion and the second coefficient of adhesion is less than a target threshold and the absolute value of the longitudinal acceleration of the vehicle is less than an acceleration threshold; wherein the first coefficient of adhesion is the coefficient of adhesion of the road surface traveled by the left tire and the second coefficient of adhesion is the coefficient of adhesion of the road surface traveled by the right tire.

[0244] In other words, when the difference in the coefficient of adhesion between the left and right sides is small, and the longitudinal acceleration of the vehicle is also small, it can be assumed that the difference in the longitudinal force between the left and right sides is small, the yaw moment is small, and the probability of the vehicle veering off course is small. In this case, the coefficient of adhesion of the side with the higher coefficient of adhesion can be fully utilized to increase the downforce of the tire on the side with the higher coefficient of adhesion, thereby increasing the longitudinal and vertical forces of the tire on the side with the higher coefficient of adhesion. In this way, although the difference in the longitudinal and vertical forces between the left and right tires increases, it helps to improve the vehicle's acceleration and braking performance. The increased yaw moment caused by the increased difference in the longitudinal and vertical forces between the left and right tires can also be offset by any one of the power system, steering system, or braking system, thereby maintaining the stability of the vehicle when driving on opposite sides of the road.

[0245] As shown in Table 1, when the difference between the first and second adhesion coefficients is greater than or equal to the target threshold, and the absolute value of the vehicle's longitudinal acceleration is less than the acceleration threshold, the downforce of the left tire is increased, thereby increasing the longitudinal and vertical forces of the left tire. This increases the difference between the longitudinal and vertical forces on the left and right sides, and increases the yaw torque, which helps to improve the vehicle's acceleration and braking performance. The increased yaw torque due to the increased difference between the longitudinal and vertical forces of the left and right tires can also be offset by any one of the power system, steering system, or braking system, thereby maintaining the stability of the vehicle when driving on the opposite side of the road.

[0246] Based on the above method 800, when the vehicle is driving in a split-drive scenario, and the longitudinal acceleration of the vehicle is small and the difference in the coefficient of friction of the road surface traveled by the left and right tires is small, the downforce of the tire on the side with the higher coefficient of friction can be increased, thereby increasing the wheel load on the side with the higher coefficient of friction. This helps to optimize the overall longitudinal dynamics of the vehicle and can be counteracted by any one of the drive system, steering system, or braking system. This not only helps to improve the vehicle's power performance and braking performance but also maintains the vehicle's stability.

[0247] To facilitate a better understanding of the vehicle control method provided in the embodiments of this application, the following is combined with... Figure 9 The vehicle control method provided in the embodiments of this application will be described again.

[0248] Figure 9 This is another schematic flowchart of the vehicle control method provided in the embodiments of this application.

[0249] like Figure 9 The methods shown may include S900 to S909. It is understood that... Figure 9The process shown is an example of how, after detecting that the vehicle is traveling on a split road, the downforce of the vehicle's tires is adjusted, and the difference in tire force between the left and right tires of the vehicle is changed, and then the steering system compensates for this difference in tire force.

[0250] The steps of this method can be executed by the vehicle, or by components (such as chips, chip systems, etc.) configured in the vehicle, or by logic modules or software capable of implementing all or part of the vehicle's functions, or by the vehicle control device. This application embodiment does not limit the scope of these actions. The vehicle control device in this application embodiment can be part of the vehicle or other devices or equipment outside the vehicle. In some possible implementations, the vehicle control device can be a detachable or non-detachable part of the vehicle; this application embodiment does not limit the scope of these actions.

[0251] The following is executed by the vehicle control device. Figure 9 Taking the method shown as an example, we will explain each step of the method in detail.

[0252] S900 acquires vehicle status information and / or road surface information.

[0253] For example, the vehicle control device can acquire vehicle status information and / or road surface information. A detailed description can be found in the relevant description of S510 in method 500 above; for brevity, it will not be repeated here.

[0254] S901 determines whether a vehicle is traveling on opposite sides of the road.

[0255] For example, the vehicle control device can determine whether the vehicle is traveling on a split road surface based on vehicle status information and / or road surface information. A detailed description can be found in the relevant description of S510 in method 500 above; for brevity, it will not be repeated here.

[0256] When the vehicle is traveling on the opposite side of the road, the vehicle control device can execute S902; when the vehicle is not traveling on the opposite side of the road, the vehicle control device continues to execute S900.

[0257] S902, adjusts tire downforce.

[0258] For a detailed description, please refer to the relevant descriptions in Methods 500 and 800 above. For the sake of brevity, they will not be repeated here.

[0259] S903, determine whether the difference between the actual yaw rate and the target yaw rate is greater than or equal to the first threshold.

[0260] For example, the vehicle control device can determine whether the difference between the actual yaw rate and the target yaw rate is greater than or equal to a first threshold. A detailed description can be found in the relevant description of S520 in method 500 above; for brevity, it will not be repeated here.

[0261] If the difference between the actual yaw rate and the target yaw rate is greater than or equal to the first threshold, the vehicle control device may execute S904; if the difference between the actual yaw rate and the target yaw rate is less than the first threshold, the vehicle control device may execute S905.

[0262] S904, enter collaborative control mode.

[0263] For example, when the difference between the actual yaw rate and the target yaw rate is greater than or equal to a first threshold, the vehicle control device can enter a cooperative control mode. For instance, a first coefficient and a second coefficient are calculated, and the steering of the front wheels and the steering of the rear wheels of the vehicle are cooperatively controlled based on the first coefficient and the second coefficient. A detailed description can be found in the relevant description of S520 in method 500 above; for brevity, it will not be repeated here.

[0264] S905 determines whether the vehicle speed is greater than or equal to the second vehicle speed threshold.

[0265] For example, if the difference between the actual yaw rate and the target yaw rate is less than a first threshold, the vehicle control device can determine whether the vehicle speed is greater than or equal to a second vehicle speed threshold.

[0266] When the vehicle speed is greater than or equal to the second vehicle speed threshold, the vehicle control device may execute S906; when the vehicle speed is less than the second vehicle speed threshold, the vehicle control device may execute S908.

[0267] S906, determine whether the difference between the actual yaw rate and the target yaw rate is greater than or equal to the second threshold.

[0268] For example, when the vehicle speed is greater than or equal to a second vehicle speed threshold, the vehicle control device can determine whether the difference between the actual yaw rate and the target yaw rate is greater than or equal to the second threshold.

[0269] Understandably, the second threshold is smaller than the first threshold.

[0270] If the difference between the actual yaw rate and the target yaw rate is greater than or equal to the second threshold, the vehicle control device may execute S907; if the difference between the actual yaw rate and the target yaw rate is less than the second threshold, the vehicle control device may continue to execute S900.

[0271] S907, enters the front wheel steering closed-loop control mode.

[0272] For example, when the difference between the actual yaw rate and the target yaw rate is greater than or equal to the second threshold, the vehicle control device can enter the front wheel steering closed-loop control mode, that is, use the steering control of the front wheels to counteract all the yaw torque.

[0273] S908, determine whether the difference between the actual yaw rate and the target yaw rate is greater than or equal to the third threshold.

[0274] For example, when the vehicle speed is less than the second vehicle speed threshold, the vehicle control device can determine whether the difference between the actual yaw rate and the target yaw rate is greater than or equal to the third threshold.

[0275] Understandably, the third threshold is less than the first threshold.

[0276] If the difference between the actual yaw rate and the target yaw rate is greater than or equal to the third threshold, the vehicle control device may execute S909; if the difference between the actual yaw rate and the target yaw rate is less than the third threshold, the vehicle control device may continue to execute S900.

[0277] S909, enters the rear wheel steering closed-loop control mode.

[0278] For example, when the difference between the actual yaw rate and the target yaw rate is greater than or equal to the third threshold, the vehicle control device can enter the rear wheel steering closed-loop control mode, that is, use the steering control of the rear wheels to counteract all the yaw torque.

[0279] It is understood that in practical application scenarios, the above method embodiments can be implemented individually or in combination, and the embodiments of this application do not limit this.

[0280] The vehicle control method provided in the embodiments of this application has been described in detail above with reference to the accompanying drawings. The apparatus provided in the embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0281] It should be understood that Figure 10 and Figure 11 The device shown can be used to implement the functions of the vehicle control device in the above method embodiments, and thus can also achieve the beneficial effects of the above method embodiments.

[0282] Figure 10 This is a schematic block diagram of the device provided in the embodiments of this application.

[0283] The device 1000 includes a detection module 1010 and a processing module 1020. The device 1000 can be used to implement the above-described... Figure 5 , Figure 8 or Figure 9 The vehicle control device in any of the method embodiments shown has the function of the vehicle control device.

[0284] For example, when the device 1000 is used to implement Figure 5 When the vehicle control device functions as shown in the method embodiment, the detection module 1010 can be used to: detect whether the vehicle is traveling on a split road surface; the processing module 1020 can be used to: adjust the downforce of the vehicle's tires to reduce the difference in tire force between the left tire and the right tire of the vehicle; further reduce the difference in tire force by any of the following: power system, steering system, or braking system, so that the difference in tire force is less than or equal to the threshold corresponding to stable vehicle driving.

[0285] Optionally, the processing module 1020 can be specifically used to: increase the downforce of the tire on the first side of the vehicle, such that the coefficient of friction of the road surface traveled by the tire on the first side is less than the coefficient of friction of the road surface traveled by the tire on the second side of the vehicle; wherein, when the left side of the vehicle is the first side, the right side of the vehicle is the second side; or, when the right side of the vehicle is the first side, the left side of the vehicle is the second side.

[0286] Optionally, the processing module 1020 can be specifically used to: increase the downforce of the tire on the first side when the difference between the first adhesion coefficient and the second adhesion coefficient is greater than or equal to a target threshold; wherein the first adhesion coefficient is the adhesion coefficient of the road surface on which the left tire travels, and the second adhesion coefficient is the adhesion coefficient of the road surface on which the right tire travels.

[0287] Optionally, the processing module 1020 can be specifically used to: when the difference between the first adhesion coefficient and the second adhesion coefficient is less than a target threshold, but the absolute value of the longitudinal acceleration of the vehicle is greater than or equal to the acceleration threshold, increase the downforce of the tire on the first side, and the difference in tire force decreases; wherein, the first adhesion coefficient is the adhesion coefficient of the road surface traveled by the left tire, and the second adhesion coefficient is the adhesion coefficient of the road surface traveled by the right tire.

[0288] Optionally, the downforce is determined based on a target parameter that is related to the vehicle's state.

[0289] Optionally, the target parameter includes at least one of the following: the vehicle's longitudinal acceleration, front wheel steering angle, rear wheel steering angle, tire force, tire slip angle, wheel speed, vehicle speed, and the relationship between slip ratio and road adhesion coefficient; wherein the slip ratio is related to wheel speed and vehicle speed.

[0290] Optionally, the processing module 1020 may be specifically used to: determine a preliminary adjustment value for the downforce of the target tire of the vehicle based on the first target parameter in the target parameters; correct the preliminary adjustment value based on the second target parameter in the target parameters to obtain a target adjustment value for the downforce of the target tire; and adjust the downforce of the target tire based on the target adjustment value.

[0291] Optionally, the processing module 1020 may specifically be used to: control the steering of the front wheels and / or the rear wheels of the vehicle through the steering system to further reduce the difference in tire force.

[0292] Optionally, the processing module 1020 may specifically be used to: determine a first coefficient and a second coefficient, the first coefficient indicating the weight of controlling the steering of the front wheel and the second coefficient indicating the weight of controlling the steering of the rear wheel; control the steering of the front wheel based on the first coefficient; and control the steering of the rear wheel based on the second coefficient.

[0293] For a more detailed description of each of the above modules, please refer to [link / reference]. Figure 5 The relevant descriptions in the method embodiments shown are directly obtained and will not be repeated here.

[0294] For example, when the device 1000 is used to implement Figure 8 When the vehicle control device functions as shown in the method embodiment, the detection module 1010 can be used to: detect whether the vehicle is traveling on a split road surface; the processing module 1020 can be used to: adjust the downforce of the vehicle's tires, change the difference in tire force between the left tire and the right tire of the vehicle; reduce the difference in tire force by any of the following: power system, steering system, or braking system, so that the difference in tire force is less than or equal to the threshold corresponding to stable vehicle driving.

[0295] Optionally, the processing module 1020 can be specifically used to: increase the downforce of the tire on the second side of the vehicle, such that the coefficient of friction of the road surface on which the tire on the second side travels is greater than the coefficient of friction of the road surface on which the tire on the first side of the vehicle travels; wherein, when the left side of the vehicle is the first side, the right side of the vehicle is the second side; or, when the right side of the vehicle is the first side, the left side of the vehicle is the second side.

[0296] Optionally, the processing module 1020 can be specifically used to: increase the downforce of the tire on the second side when the difference between the first adhesion coefficient and the second adhesion coefficient is less than a target threshold and the absolute value of the longitudinal acceleration of the vehicle is less than the acceleration threshold; wherein the first adhesion coefficient is the adhesion coefficient of the road surface on which the left tire travels, and the second adhesion coefficient is the adhesion coefficient of the road surface on which the right tire travels.

[0297] For a more detailed description of each of the above modules, please refer to [link / reference]. Figure 8 The relevant descriptions in the method embodiments shown are directly obtained and will not be repeated here.

[0298] It should be understood that the module division in the embodiments of this application is illustrative and only represents a logical functional division. In actual implementation, there may be other division methods. Furthermore, the functional modules in the various embodiments of this application can be integrated into a single processor, exist as separate physical entities, or be integrated into a single module. The integrated modules described above can be implemented in hardware or as software functional modules.

[0299] Figure 11 This is another schematic block diagram of the device provided in the embodiments of this application.

[0300] The device 1100 can be a chip system, or it can be a vehicle control device configured with a chip system to implement the method described in the above-described method embodiments. In the embodiments of this application, the chip system can be composed of chips, or it can include chips and other discrete devices.

[0301] like Figure 11 As shown, the device 1100 may include a processor 1110, which can be used to execute computer programs or instructions stored in memory to achieve... Figure 5 , Figure 8 or Figure 9 The steps performed by the vehicle control device in any of the method embodiments shown.

[0302] Optionally, the device 1100 further includes a communication interface 1120. The communication interface 1120 can be used to communicate with other devices via a transmission medium, thereby enabling the device 1100 to communicate with other devices. The communication interface 1120 may be, for example, a transceiver, interface, bus, circuit, or a controller capable of transmitting and receiving functions. The processor 1110 can utilize the communication interface 1120 to input and output data and to implement… Figure 5 , Figure 8 or Figure 9 The method described in any of the corresponding embodiments. Specifically, the device 1100 can be used to implement the functions of the vehicle control device in the above method embodiments.

[0303] Optionally, the device 1100 further includes at least one memory 1130 for storing program instructions and / or data. The memory 1130 is coupled to the processor 1110. The coupling in this embodiment is an indirect coupling or communication connection between devices, units, or modules, and can be electrical, mechanical, or other forms, used for information exchange between devices, units, or modules. The processor 1110 may operate in conjunction with the memory 1130. The processor 1110 may execute program instructions stored in the memory 1130.

[0304] In this embodiment, the memory 1130 may be integrated into the processor 1110, or the processor 1110 and the memory 1130 may be set up separately. This embodiment does not limit the specific implementation of the memory 1130.

[0305] It should be understood that the coupling in the embodiments of this application is an indirect coupling or communication connection between devices, units, or modules, which can be electrical, mechanical, or other forms, used for information interaction between devices, units, or modules. The processor 1110 may operate in conjunction with the memory 1130. The embodiments of this application do not limit the specific connection medium between the processor 1110, the communication interface 1120, and the memory 1130. The embodiments of this application... Figure 11 The processor 1110, communication interface 1120, and memory 1130 are connected via bus 1140. Bus 1140 is... Figure 11 The connections between other components are shown in bold lines only and are not intended to be limiting. The bus can be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, Figure 11 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0306] This application provides a chip system including at least one processor for supporting the steps performed by the relevant vehicle control device in any of the methods described in the above embodiments.

[0307] In one possible design, the chip system also includes a memory for storing program instructions and data, which may be located within or outside the processor.

[0308] The chip system can consist of chips or include chips and other discrete components.

[0309] This application also provides a vehicle that may include the vehicle control device or chip system described above.

[0310] This application also provides a computer program product, which includes a computer program (also called code or instructions). When the computer program is run, it can implement the steps performed by the relevant vehicle control device in any of the methods described in the above embodiments.

[0311] This application also provides a computer-readable storage medium storing a computer program (also referred to as code or instructions). When the computer program is run, it can implement the steps performed by the relevant vehicle control device in any of the methods described in the above embodiments.

[0312] It should be understood that the processor in the embodiments of this application can be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method embodiments can be completed by the integrated logic circuitry in the processor's hardware or by instructions in software form. The processor can be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules can be located in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. The storage medium is located in memory, and the processor reads the information in the memory and, in conjunction with its hardware, completes the steps of the above method.

[0313] It should also be understood that the memory in the embodiments of this application can be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. Non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), EEPROM, or flash memory. Volatile memory can be RAM, which is used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM). It should be noted that the memory of the systems and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0314] The terms "unit," "module," etc., used in this specification can be used to refer to computer-related entities, hardware, firmware, combinations of hardware and software, software, or software in execution. In the embodiments of this application, "unit" and "module" have the same meaning and can be used interchangeably.

[0315] Those skilled in the art will recognize that the various illustrative logical blocks and steps described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the embodiments of this application. In the several embodiments provided in this application, it should be understood that the disclosed apparatus, devices, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for example, the division of units is merely a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the shown or discussed mutual couplings or direct couplings or communication connections may be through some interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0316] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0317] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0318] In the above embodiments, the functions of each functional unit can be implemented entirely or partially through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented entirely or partially in the form of a computer program product. The computer program product includes one or more computer instructions (programs). When the computer program instructions (programs) are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., digital video discs, DVDs), or semiconductor media (e.g., solid-state disks, SSDs), etc.

[0319] If the aforementioned function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the embodiments of this application, or the part that contributes to the technology, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0320] The above description is merely a specific implementation of the embodiments of this application, but the protection scope of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the embodiments of this application should be included within the protection scope of this application. Therefore, the protection scope of this application should be determined by the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that, The method includes: If the vehicle is detected to be traveling on a split road, adjust the downforce of the vehicle's tires to reduce the difference in tire force between the left and right tires of the vehicle. The tire force difference is further reduced by any of the following: powertrain, steering system, or braking system, such that the tire force difference is less than or equal to a threshold corresponding to stable vehicle operation; Adjusting the downforce of the vehicle's tires includes: When the difference between the first and second coefficients of adhesion is less than a target threshold, but the absolute value of the vehicle's longitudinal acceleration is greater than or equal to an acceleration threshold, the downforce of the tire on the first side of the vehicle is increased; the coefficient of adhesion of the road surface traveled by the tire on the first side is less than the coefficient of adhesion of the road surface traveled by the tire on the second side of the vehicle; wherein, the first coefficient of adhesion is the coefficient of adhesion of the road surface traveled by the left tire, and the second coefficient of adhesion is the coefficient of adhesion of the road surface traveled by the right tire; when the left side of the vehicle is the first side, the right side of the vehicle is the second side; or, when the right side of the vehicle is the first side, the left side of the vehicle is the second side.

2. The method according to claim 1, characterized in that, The method further includes: If the difference between the first and second coefficients of adhesion is greater than or equal to the target threshold, the downforce of the tire on the first side is increased.

3. The method according to any one of claims 1-2, characterized in that, The downforce is determined based on target parameters, which are related to the vehicle state.

4. The method according to claim 3, characterized in that, The target parameters include at least one of the following: the vehicle's longitudinal acceleration, front wheel steering angle, rear wheel steering angle, tire force, tire slip angle, wheel speed, vehicle speed, and the correspondence between the slip ratio and the road adhesion coefficient; The slip ratio is related to the wheel speed and the vehicle speed.

5. The method according to claim 3, characterized in that, Adjusting the downforce of the vehicle's tires includes: Based on the first target parameter in the target parameters, a preliminary adjustment value for the downforce of the target tire of the vehicle is determined; Based on the second target parameter in the target parameters, the preliminary adjustment value is corrected to obtain the target adjustment value of the downforce of the target tire; Based on the target adjustment value, adjust the downforce of the target tire.

6. The method according to any one of claims 1-2 and 4-5, characterized in that, The further reduction of the tire force difference by any of the following: powertrain, steering system, or braking system, including: The steering system controls the steering of the front wheels and / or rear wheels of the vehicle to further reduce the difference in tire forces.

7. The method according to claim 6, characterized in that, Controlling the steering of the front wheels and / or rear wheels of the vehicle includes: A first coefficient and a second coefficient are determined, wherein the first coefficient is used to indicate the weight of steering control of the front wheels, and the second coefficient is used to indicate the weight of steering control of the rear wheels; Based on the first coefficient, the steering of the front wheels is controlled; The steering of the rear wheels is controlled based on the second coefficient.

8. A vehicle control device, characterized in that, The apparatus includes a module for performing the method as described in any one of claims 1 to 7.

9. A vehicle control device, characterized in that, Including processor and memory, among which, The memory is used to store programs; The processor is used to invoke the program so that the device performs the method as described in any one of claims 1 to 7.

10. A vehicle, characterized in that, The vehicle includes the vehicle control device as described in claim 8 or 9.

11. A computer-readable storage medium having a program stored thereon, characterized in that, When the program is executed, the method as described in any one of claims 1 to 7 is performed.

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