Vehicle control method and apparatus, vehicle, readable storage medium and program product

Abstract

The application relates to a vehicle control method and device, a vehicle, a readable storage medium and a program product. The method comprises the following steps: obtaining driving information and quality information of a vehicle during driving of the vehicle; extracting a first yaw angular velocity of the vehicle from the driving information, and obtaining a first yaw angular velocity difference between the first yaw angular velocity and a target yaw angular velocity; in the case that the first yaw angular velocity difference is less than a steering over-determination threshold value, determining whether the vehicle meets a slow-turn steering over-determination enabling condition based on the driving information; in the case that the vehicle meets the slow-turn steering over-determination enabling condition, determining a yaw moment of the vehicle according to rear axle information and the quality information of the vehicle, so as to control the vehicle to drive according to the yaw moment. The method can improve the safety of vehicle driving.

Description

TECHNICAL FIELD

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

[0002] In the field of vehicle driving, oversteering is a crucial dynamic characteristic, which is directly related to the handling stability and active safety of the vehicle. Specifically, oversteering refers to the actual yaw rate exceeding the expected value of the driver when the vehicle turns. Generally, this state can be identified by the yaw rate difference between the actual yaw rate and the target yaw rate. For example, when the yaw rate difference exceeds a certain threshold, it is determined that the vehicle is oversteering; when the yaw rate difference does not exceed a certain threshold, it is determined that the vehicle is not oversteering.

[0003] However, in some cases, when the yaw rate difference does not exceed a certain threshold, the vehicle control may still be unbalanced, and if the vehicle is not controlled at this time, it may cause the vehicle to spin out (i.e., the vehicle is oversteering), which reduces the safety of the vehicle driving. SUMMARY

[0004] Therefore, it is necessary to provide a vehicle control method and device, vehicle, readable storage medium and program product capable of improving the safety of vehicle driving to solve the above technical problems.

[0005] In a first aspect, the present application provides a vehicle control method, comprising:

[0006] acquiring driving information and mass information of the vehicle during vehicle driving;

[0007] extracting a first yaw rate of the vehicle from the driving information, and obtaining a first yaw rate difference between the first yaw rate and a target yaw rate;

[0008] in a case where the first yaw rate difference is less than an oversteering determination threshold, determining whether the vehicle satisfies a slow-turn oversteering enabling condition based on the driving information;

[0009] in a case where the vehicle satisfies the slow-turn oversteering enabling condition, determining a yaw moment of the vehicle according to rear axle information and the mass information of the vehicle, so as to control the vehicle driving according to the yaw moment.

[0010] In one embodiment, the determining of the yaw moment of the vehicle according to the rear axle information and the mass information of the vehicle comprises:

[0011] determining a braking torque matching the rear axle information and the mass information;

[0012] In the case of applying the brake torque to the outer wheel of the rear axle, a second yaw angular velocity of the vehicle is obtained;

[0013] According to the second yaw angular velocity and the mass information, a yaw torque of the vehicle is determined.

[0014] In one of the embodiments, the rear axle information comprises a rear axle side slip angle; the determination of the brake torque matching the rear axle information and the mass information comprises:

[0015] Obtaining a rear axle side slip angle difference between the rear axle side slip angle and a saturated rear axle side slip angle;

[0016] Obtaining a control coefficient matching a vehicle speed and a road adhesion coefficient of the vehicle;

[0017] Obtaining the brake torque based on the rear axle side slip angle difference, the control coefficient and the mass information.

[0018] In one of the embodiments, the obtaining the brake torque based on the rear axle side slip angle difference, the control coefficient and the mass information comprises:

[0019] Determining a moment of inertia corresponding to the mass information, and a yaw angular acceleration corresponding to the first yaw angular velocity;

[0020] Determining a product of the moment of inertia, the yaw angular acceleration, the control coefficient and a first suppression parameter corresponding to the rear axle side slip angle difference as the brake torque.

[0021] In one of the embodiments, the determination of the yaw torque of the vehicle according to the second yaw angular velocity and the mass information comprises:

[0022] Obtaining a second yaw angular velocity difference between the second yaw angular velocity and the target yaw angular velocity, and a yaw angular acceleration difference between a derivative of the second yaw angular velocity and a derivative of the target yaw angular velocity;

[0023] Obtaining a control coefficient matching a vehicle speed and a road adhesion coefficient of the vehicle;

[0024] In the case of the second yaw angular velocity difference being greater than or equal to the steering over-determination threshold, obtaining the yaw torque of the vehicle based on the yaw angular acceleration difference, the control coefficient and a moment of inertia corresponding to the mass information.

[0025] In one of the embodiments, the rear axle information comprises a rear axle side slip angle; the determination of the yaw torque of the vehicle according to the rear axle information of the vehicle and the mass information comprises:

[0026] obtaining difference information between the rear axle side slip angle and the saturated rear axle side slip angle;

[0027] in a case where it is determined that the vehicle activates the slow corner steering oversteer control mode based on the difference information, determining a yaw moment of the vehicle according to rear axle information and mass information of the vehicle.

[0028] In one embodiment, the obtaining the difference information between the rear axle side slip angle and the saturated rear axle side slip angle comprises:

[0029] obtaining the difference information between the rear axle side slip angle and the saturated rear axle side slip angle based on a difference value between the rear axle side slip angle and the saturated rear axle side slip angle;

[0030] the determining that the vehicle activates the slow corner steering oversteer control mode based on the difference information comprises:

[0031] in a case where the difference value is less than a first threshold value, determining that the vehicle activates the slow corner steering oversteer control mode.

[0032] In one embodiment, the obtaining the difference information between the rear axle side slip angle and the saturated rear axle side slip angle comprises:

[0033] obtaining the difference information between the rear axle side slip angle and the saturated rear axle side slip angle based on a ratio between the rear axle side slip angle and the saturated rear axle side slip angle;

[0034] the determining that the vehicle activates the slow corner steering oversteer control mode based on the difference information comprises:

[0035] in a case where the ratio is greater than a second threshold value, determining that the vehicle activates the slow corner steering oversteer control mode.

[0036] In one embodiment, the determining whether the vehicle satisfies the slow corner steering oversteer enabling condition based on the driving information comprises:

[0037] analyzing the driving information to obtain a vehicle speed, a lateral acceleration, a lateral acceleration change rate, a steering wheel angle change rate, a driving slope, a yaw rate change rate and an axle wheel speed difference of the vehicle;

[0038] in a case where the vehicle speed is in a preset vehicle speed range, the lateral acceleration is in a preset acceleration range, the first yaw rate is less than a preset angular velocity, the lateral acceleration change rate is less than a first preset change rate, the steering wheel angle change rate is less than a second preset change rate, the driving slope is less than a slope threshold value, and a steering oversteer factor matched with the axle wheel speed difference and the yaw rate change rate is greater than a preset factor threshold value, determining that the vehicle satisfies the slow corner steering oversteer enabling condition.

[0039] In a second aspect, the present application provides a vehicle control device, which comprises:

[0040] an acquisition module, configured to acquire driving information and mass information of the vehicle during driving of the vehicle;

[0041] a processing module, configured to extract a first yaw rate of the vehicle from the driving information, and obtain a first yaw rate difference between the first yaw rate and a target yaw rate;

[0042] a determination module, configured to determine, in a case where the first yaw rate difference is less than a steering over-determination threshold, whether the vehicle satisfies a slow-turn steering over-determination enabling condition based on the driving information;

[0043] an analysis module, configured to determine, in a case where the vehicle satisfies the slow-turn steering over-determination enabling condition, a yaw moment of the vehicle according to rear axle information and the mass information of the vehicle, so as to control driving of the vehicle according to the yaw moment.

[0044] In a third aspect, the present application further provides a vehicle comprising a memory and a processor, wherein the memory stores a computer program, and the processor implements the following steps when executing the computer program:

[0045] acquiring driving information and mass information of the vehicle during driving of the vehicle;

[0046] extracting a first yaw rate of the vehicle from the driving information, and obtaining a first yaw rate difference between the first yaw rate and a target yaw rate;

[0047] determining, in a case where the first yaw rate difference is less than a steering over-determination threshold, whether the vehicle satisfies a slow-turn steering over-determination enabling condition based on the driving information;

[0048] determining, in a case where the vehicle satisfies the slow-turn steering over-determination enabling condition, a yaw moment of the vehicle according to rear axle information and the mass information of the vehicle, so as to control driving of the vehicle according to the yaw moment.

[0049] In a fourth aspect, the present application further provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the following steps:

[0050] acquiring driving information and mass information of the vehicle during driving of the vehicle;

[0051] extract a first yaw rate of the vehicle from the driving information, and obtain a first yaw rate difference between the first yaw rate and a target yaw rate;

[0052] in a case where the first yaw rate difference is less than a steering over-determination threshold, determine whether the vehicle satisfies a slow-turn steering over-determination enabling condition based on the driving information;

[0053] in a case where the vehicle satisfies the slow-turn steering over-determination enabling condition, determine a yaw moment of the vehicle according to rear axle information and the mass information of the vehicle, so as to control the vehicle to travel according to the yaw moment.

[0054] In the fifth aspect, the present application further provides a computer program product, comprising a computer program which, when executed by a processor, implements the following steps:

[0055] obtaining driving information and mass information of the vehicle during vehicle driving;

[0056] extract a first yaw rate of the vehicle from the driving information, and obtain a first yaw rate difference between the first yaw rate and a target yaw rate;

[0057] in a case where the first yaw rate difference is less than a steering over-determination threshold, determine whether the vehicle satisfies a slow-turn steering over-determination enabling condition based on the driving information;

[0058] in a case where the vehicle satisfies the slow-turn steering over-determination enabling condition, determine a yaw moment of the vehicle according to rear axle information and the mass information of the vehicle, so as to control the vehicle to travel according to the yaw moment.

[0059] The vehicle control method and device, vehicle, readable storage medium and program product adopt the method of the above embodiment, obtain the driving information and mass information of the vehicle during vehicle driving, extract the first yaw rate of the vehicle from the driving information, and obtain the first yaw rate difference between the first yaw rate and the target yaw rate, so as to determine whether the vehicle satisfies the slow-turn steering over-determination enabling condition based on the driving information in a case where the first yaw rate difference is less than the steering over-determination threshold, and predict whether the vehicle has the risk of slow-turn steering over-determination. In a case where the vehicle satisfies the slow-turn steering over-determination enabling condition, it indicates that the vehicle has the risk of slow-turn steering over-determination. Therefore, by determining the yaw moment of the vehicle according to the rear axle information and the mass information of the vehicle, the slow-turn steering over-determination of the vehicle can be corrected, the imbalance of vehicle control can be avoided, and the safety of vehicle driving can be improved. BRIEF DESCRIPTION OF DRAWINGS

[0060] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related art, the following will briefly introduce the drawings needed to be used in the description of the embodiments of the present application or the related art. Obviously, the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other related drawings can also be obtained from these drawings without creative labor.

[0061] Figure 1 A test result diagram for slow turn oversteering in an embodiment;

[0062] Figure 2 A flow diagram of a vehicle control method in an embodiment;

[0063] Figure 3 A flow diagram of determining a yaw moment of a vehicle according to rear axle information and mass information;

[0064] Figure 4 A flow diagram of determining a yaw moment of a vehicle according to rear axle information and mass information in an embodiment;

[0065] Figure 5 A diagram of the relationship between rear axle lateral force and rear axle side slip angle in an embodiment;

[0066] Figure 6 A diagram of vehicle related parameters in an embodiment;

[0067] Figure 7 A control diagram of a vehicle control method in an embodiment;

[0068] Figure 8 A flow diagram of a vehicle control method in another embodiment;

[0069] Figure 9 A structural block diagram of a vehicle control device in an embodiment;

[0070] Figure 10 An internal structure diagram of a computer device in an embodiment;

[0071] Figure 11 An internal structure diagram of a computer device in another embodiment. DETAILED DESCRIPTION

[0072] In order to make the purposes, technical solutions and advantages of the present application clearer, the following will further describe the present application in combination with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, and are not used to limit the present application.

[0073] It should be noted that the terms "first", "second", etc. used in the present application can be used to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish the first element from the second element. The terms "include" and "have" and any variations thereof used in the present application are intended to cover non-exclusive inclusion. The term "a plurality of" used in the present application means two or more. The term "and / or" used in the present application means one of the options or any combination of the options.

[0074] Generally, the difference between the slow corner turning oversteer (hereinafter referred to as slow corner turning oversteer) and the conventional oversteer is that the vehicle body roll angular velocity and the lateral acceleration rate of change are both small. However, the slow corner turning oversteer is not that the vehicle generates a large yaw angular velocity difference in a transient state, and the yaw angular velocity difference does not reach the threshold value for triggering the conventional oversteer. Therefore, the vehicle is running in a state smaller than the threshold value, but at this time the lateral force of the rear axle of the vehicle has reached the critical boundary, and at this time the vehicle will spin out if no control is performed. For example, the working condition of the above-mentioned vehicle spin-out is similar to the round condition, at this time the yaw angular velocity and the lateral acceleration rate of change are not instantaneously large, but gradually increase in a stable trend. Therefore, when the lateral force of the rear axle reaches the critical boundary, the vehicle spin-out phenomenon occurs, the essence of which is that the rear wheel side slip angle is greater than the front wheel side slip angle, resulting in dynamic imbalance of the vehicle. Therefore, if the above-mentioned situation occurs during vehicle driving and no control is performed on the vehicle, the safety of the vehicle driving will not be high.

[0075] Taking a constant circle test scene as an example, as shown in Figure 1 , a slow corner turning oversteer test result schematic diagram is provided, wherein the process of slow corner turning oversteer can be divided into an initial stage, a development stage and a loss of control stage. In the initial stage, the vehicle enters the circular trajectory, the centrifugal force is small, the front and rear wheel side slip angles are coordinated, and the vehicle trajectory is stable. In the development stage, as the vehicle speed increases (or the radius decreases), the centrifugal force increases, the rear wheel first reaches the adhesion limit, the rear axle side slip angle begins to exceed the front wheel side slip angle, and the vehicle trajectory radius gradually decreases (closer to the center of the circle). In the loss of control stage, if the vehicle is not controlled, the rear wheel side slip angle continues to increase, the vehicle appears spin-out (i.e. the tail is thrown outwards), the vehicle trajectory deviates sharply from the predetermined circle, and finally may rotate out of control. Therefore, in the actual driving process of the vehicle, when the vehicle appears slow corner turning oversteer, the vehicle needs to be controlled to improve the safety of the vehicle driving.

[0076] In view of this, this application provides a vehicle control method. Taking the application of this method to a controller in a vehicle as an example, specifically, the controller is used to acquire the vehicle's driving information and mass information during vehicle driving, extract the vehicle's first yaw rate from the driving information, and obtain the first yaw rate difference between the first yaw rate and the target yaw rate. If the first yaw rate difference is less than the oversteer determination threshold, the controller determines whether the vehicle meets the slow-turn oversteer enabling condition based on the driving information. If the vehicle meets the slow-turn oversteer enabling condition, the controller determines the vehicle's yaw moment based on the vehicle's rear axle information and mass information, so as to control the vehicle driving according to the yaw moment.

[0077] The controller in a vehicle is a computer system embedded inside the vehicle. It senses the vehicle's status or the driver's intention through sensors, performs decision calculations based on internally preset control algorithms and logic (software programs), and then issues instructions to the actuators to achieve automated and precise control of a specific function or system of the vehicle.

[0078] In an optional embodiment, the controller may refer to an Electronic Control Unit (ECU). For example, the controller may include: a microcontroller (such as a core computing chip) for executing software instructions; a memory for storing control programs, calibration parameters, and temporary data; an input interface for processing analog or digital signals from sensors; an output interface for providing sufficient power to drive actuators (such as motors and solenoid valves); and a communication module for supporting data exchange with other controllers via the vehicle network.

[0079] In an optional embodiment, the controller may refer to an electro-mechanical brake (EMB) wheel-end controller, where each wheel is driven by an independent motor. Therefore, by controlling the motor drive corresponding to each wheel, the controller can individually increase or decrease the braking force of the wheel. For example, the braking force of the left rear wheel can be reduced to suppress fishtailing while keeping the braking force of the other wheels unchanged.

[0080] In one embodiment, such as Figure 2 As shown, a vehicle control method is provided. Taking the application of this method to a controller in a vehicle as an example, the method includes the following steps:

[0081] S202: During vehicle operation, obtain vehicle driving information and quality information.

[0082] In the embodiment, the driving information refers to a sum of a series of parameter data generated by the vehicle during movement, describing the instantaneous movement state and dynamic environment. Exemplarily, the driving information includes but is not limited to: vehicle speed, first yaw rate, lateral and longitudinal acceleration, lateral angular velocity, steering wheel angle, tire pressure, driving slope and wheel speed difference on the axle, etc. The first yaw rate refers to the angular velocity of the vehicle rotating around the vertical axis, which is a key to measure the steering characteristics and is used to describe how fast the vehicle turns; the lateral and longitudinal acceleration are used to describe the inertial force when the vehicle accelerates, decelerates and turns; the steering wheel angle and steering wheel torque are used to reflect the acceleration intention of the driver; the wheel speed difference on the axle refers to the rotational speed difference between the left and right wheels on the same axle (axle).

[0083] The quality information refers to a series of parameters describing the inherent properties, performance, state or composition of the vehicle. Exemplarily, the quality information includes but is not limited to: total vehicle mass, axle load distribution and vertical load, etc. The axle load distribution is used to represent the mass proportion borne by the front and rear axles of the vehicle, which affects the stability of vehicle handling; the vertical load refers to the force acting on the road surface by each wheel and the direction is perpendicular to the road surface, which is essentially the result of the combined action of the vehicle gravity (static mass) and the inertial force generated by dynamic operation (such as acceleration, braking and turning) on each wheel.

[0084] In S204, the first yaw rate of the vehicle is extracted from the driving information, and a first yaw rate difference between the first yaw rate and a target yaw rate is obtained.

[0085] The target yaw rate is a pre-set reference value, which represents the yaw rate that a ideal and stable vehicle should have, and is a quantitative expression of how the driver wants the vehicle to turn.

[0086] In S206, in a case where the first yaw rate difference is less than a steering over-determination threshold, it is determined whether the vehicle satisfies a slow-turn steering over-determination enabling condition based on the driving information.

[0087] The steering over-determination threshold refers to a threshold for determining whether the vehicle has steering over-determination, the slow-turn steering over-determination refers to steering over-determination caused by slow-turn of the vehicle, and the slow-turn steering over-determination enabling condition refers to a logical judgment rule set for identifying the specific mode of slow-turn steering over-determination.

[0088] In an optional implementation, determining whether the vehicle satisfies the slow cornering over-steering enabling condition based on the driving information includes: analyzing the driving information, including vehicle speed, lateral acceleration, lateral acceleration rate of change, steering wheel angle rate of change, driving slope, yaw rate of change, and wheel speed difference on the axle; and determining that the vehicle satisfies the slow cornering over-steering enabling condition in a case where the vehicle speed is in a preset vehicle speed range, the lateral acceleration is in a preset acceleration range, the first yaw rate is less than a preset yaw rate, the lateral acceleration rate of change is less than a first preset rate of change, the steering wheel angle rate of change is less than a second preset rate of change, the driving slope is less than a slope threshold, and an over-steering factor matched with the wheel speed difference on the axle and the yaw rate of change is greater than a preset factor threshold.

[0089] Specifically, the driving information includes vehicle speed, lateral acceleration, first yaw rate, driving slope, and wheel speed difference on the axle, and the vehicle speed, the lateral acceleration, the first yaw rate, the driving slope, and the wheel speed difference on the axle can be extracted from the driving information. In this case, the controller can determine the derivative of the lateral acceleration with respect to time as the lateral acceleration rate of change, determine the derivative of the first yaw rate with respect to time as the first yaw rate rate of change, and determine the derivative of the steering wheel angle with respect to time as the steering wheel angle rate of change.

[0090] In an optional implementation, the preset vehicle speed range can be determined according to the road segment on which the vehicle is driving, and the preset vehicle speed range includes a vehicle speed range set for a high-speed road segment, a vehicle speed range set for a medium-speed road segment, and a vehicle speed range set for a low-speed road segment. In this case, whether the vehicle speed is in the preset vehicle speed range is determined by judging whether the vehicle speed is in the vehicle speed range corresponding to the road segment on which the vehicle is driving.

[0091] S208, in a case where the vehicle satisfies the slow cornering over-steering enabling condition, determining the yaw moment of the vehicle according to rear axle information and mass information of the vehicle, to control the vehicle to drive according to the yaw moment.

[0092] The rear axle information of the vehicle refers to a data set describing the static properties, dynamic states, and control parameters of the rear axle of the vehicle. Exemplarily, the rear axle information includes but is not limited to: rear axle load, rear axle torque, rear axle tire pressure, rear axle brake pressure, and rear axle side slip angle, and the first distance from the vehicle center of mass to the rear axle.

[0093] In one embodiment, the rear axle side slip angle when the vehicle satisfies the slow cornering over-steering enabling condition can be obtained based on the center of mass side slip angle, the first distance from the center of mass to the rear axle, the third yaw rate, and the longitudinal speed of the vehicle center of mass. The third yaw rate refers to the measured yaw rate when the vehicle satisfies the slow cornering over-steering enabling condition.

[0094] Specifically, the rear axle side slip angle satisfies:

[0095]

[0096] wherein B represents the rear axle side slip angle, represents the center of mass side slip angle, and the unit is radian (rad). b represents the first distance, and the unit is meter (m). r represents the third yaw rate, and the unit is radian / second (rad / s). Vx represents the longitudinal speed of the vehicle center of mass, and the unit is meter / second (m / s).

[0097] wherein the yaw moment refers to the moment applied to the vehicle when the vehicle is oversteering, so as to suppress the oversteering of the vehicle, so that by determining the yaw moment of the vehicle according to the rear axle information and the mass information, the vehicle can stably travel by suppressing the oversteering of the vehicle based on the yaw moment when the vehicle is turning, and the safety and stability of the vehicle can be improved.

[0098] In one embodiment, all wheels of the vehicle can be controlled to work according to the yaw moment, that is, the yaw moment is applied to all wheels, so that the lateral stability and steering safety of the vehicle can be improved.

[0099] By using the method of the above embodiment, the driving information and the mass information of the vehicle are obtained during the driving of the vehicle, the first yaw rate of the vehicle is extracted from the driving information, and the first yaw rate difference between the first yaw rate and the target yaw rate is obtained, so that in the case that the first yaw rate difference is less than the oversteering determination threshold, it is determined whether the vehicle satisfies the slow turning oversteering enabling condition based on the driving information, and it is predicted whether the vehicle has the risk of slow turning oversteering. Therefore, in the case that the vehicle satisfies the slow turning oversteering enabling condition, it is indicated that the vehicle has the risk of slow turning oversteering, and therefore, by determining the yaw moment of the vehicle according to the rear axle information and the mass information of the vehicle, the vehicle can be controlled according to the yaw moment, the slow turning oversteering of the vehicle can be corrected, the imbalance of the vehicle control can be avoided, and the safety of the vehicle driving can be improved.

[0100] In one embodiment, as Figure 3 shown, a flowchart for determining the yaw moment of the vehicle according to the rear axle information and the mass information of the vehicle is provided. Taking the controller applied in the vehicle as an example, the method comprises the following steps:

[0101] S302, determining the braking moment matched with the rear axle information and the mass information.

[0102] wherein the braking moment refers to the moment applied to the outer wheel of the rear axle of the vehicle. For example, the braking moment matched with the rear axle information and the mass information can be determined in the following manner, specifically:

[0103] In an optional embodiment, the rear axle information comprises a rear axle side slip angle. Then determining the braking torque matching the rear axle information and the mass information comprises: obtaining a rear axle side slip angle difference between the rear axle side slip angle and a saturated rear axle side slip angle; obtaining a control coefficient matching the vehicle speed and the road adhesion coefficient of the vehicle; obtaining the braking torque based on the rear axle side slip angle difference, the control coefficient and the mass information.

[0104] Specifically, the control coefficient matching the vehicle speed and the road adhesion coefficient of the vehicle is determined by matching the vehicle speed and the road adhesion coefficient of the vehicle with a preset parameter relationship between the vehicle speed, the road adhesion coefficient and the control coefficient, to obtain the control coefficient matching the vehicle speed and the road adhesion coefficient of the vehicle. The road adhesion coefficient describes the ratio of the maximum adhesion force that can be provided between the tire of the vehicle and the road surface to the vertical load.

[0105] By using the above method, the braking torque is determined by considering the rear axle side slip angle difference, so that the effective control of oversteering can be realized, thereby improving the lateral stability of the vehicle during driving.

[0106] The braking torque is determined based on the rear axle side slip angle difference, the control coefficient and the mass information, which can be determined in the following manner, for example:

[0107] In an optional embodiment, the braking torque can be determined by referring to the law of rigid body rotation around a fixed axis. Specifically, the braking torque is obtained based on the rear axle side slip angle difference, the control coefficient and the mass information, comprising: determining the moment of inertia corresponding to the mass information, and the yaw angular acceleration corresponding to the first yaw angular velocity; and determining the product of the moment of inertia, the yaw angular acceleration, the control coefficient and the first suppression parameter corresponding to the rear axle side slip angle difference as the braking torque.

[0108] Specifically, the derivative of the first yaw angular velocity with respect to time is determined as the yaw angular acceleration.

[0109] Specifically, the mass information comprises the vehicle mass, and the rear axle information further comprises a first distance from the vehicle center of mass to the rear axle, a second distance from the vehicle center of mass to the front axle, and a center of mass height. Under this information, the moment of inertia of the vehicle satisfies:

[0110]

[0111] Wherein, MzAmpl represents the moment of inertia, the unit is kilogram square meter (kg·m²). m represents the vehicle mass, the unit is kilogram (kg). b represents the first distance, s represents the second distance, the unit is meter (m), and h represents the center of mass height, the unit is meter (m).

[0112] Specifically, the braking torque satisfies:

[0113]

[0114] wherein, Mz represents the braking torque, in units of Newton-meter (N m). Err represents the rear axle side slip angle difference value, in units of radian (rad). mue represents the road adhesion coefficient, vRefSpd represents the vehicle speed, map(mue, vRefSpd) represents the control coefficient matched with the vehicle speed vRefSpd and the road adhesion coefficient mue, and the control coefficient is between (0, 1). MzAmpl represents the moment of inertia, in units of kilogram-square meter (kg m2). Wherein, “-Err” represents the first suppression parameter corresponding to the rear axle side slip angle difference value, D represents the yaw angular acceleration, in units of radian per square second (rad / s2). The “-” in the formula satisfied by the braking torque is used to suppress oversteering.

[0115] It can be understood that, since the rear axle side slip angle difference value represents a state coefficient of the rear axle stability, in the formula satisfied by the braking torque, by considering the rear axle side slip angle difference value, the braking torque can be determined from the rear axle stability, and then when the vehicle is controlled based on the braking torque, oversteering can be suppressed. In addition, by considering the yaw angular acceleration to determine the braking torque, the accelerating trend of instability can be acutely captured in the early stage of vehicle instability, before the yaw angular velocity reaches a dangerous threshold, so that the determined braking torque can also timely correct the instability phenomenon of the vehicle before the vehicle is unstable, and improve the safety of vehicle driving.

[0116] By using the method of the above embodiment, the braking torque can be determined by considering the rear axle side slip angle difference value, which can improve the processing efficiency, so that when the oversteering is suppressed by applying the braking torque to the rear axle outer wheel, the control accuracy can be improved.

[0117] S304, in the case of applying the braking torque to the rear axle outer wheel, acquiring a second yaw angular velocity of the vehicle.

[0118] Specifically, the braking torque can be applied to the rear axle outer wheel in the form of a pulse, and then the second yaw angular velocity of the vehicle is acquired.

[0119] S306, determining a yaw moment of the vehicle according to the second yaw angular velocity and the mass information.

[0120] Wherein, the yaw moment of the vehicle is determined according to the second yaw angular velocity and the mass information, which can be determined in the following manner, for example:

[0121] In an optional embodiment, the yaw moment of the vehicle is determined according to the second yaw rate and the mass information, comprising: obtaining a second yaw rate difference between the second yaw rate and a target yaw rate, and a yaw angular acceleration difference between a derivative of the second yaw rate and a derivative of the target yaw rate; obtaining a control coefficient matching the vehicle speed and the road adhesion coefficient; in a case where the second yaw rate difference is greater than or equal to a steering over-determination threshold, obtaining the yaw moment of the vehicle based on the yaw angular acceleration difference, the control coefficient, and a moment of inertia corresponding to the mass information.

[0122] wherein the derivative of the second yaw rate refers to the second yaw angular acceleration, and the derivative of the target yaw rate refers to the target yaw angular acceleration, and the difference between the second yaw angular acceleration and the target yaw angular acceleration is determined as the yaw angular acceleration difference.

[0123] Specifically, the control coefficient matching the vehicle speed and the road adhesion coefficient is determined by matching the vehicle speed and the road adhesion coefficient with a preset parameter relationship between the vehicle speed, the road adhesion coefficient, and the control coefficient, to obtain the control coefficient matching the vehicle speed and the road adhesion coefficient. Wherein, the optimal control coefficient under different vehicle speeds and road adhesion coefficients can be calibrated in advance through a large number of simulations and real vehicle tests, to form a two-dimensional lookup table, and obtain the parameter relationship between the preset vehicle speed, road adhesion coefficient, and control coefficient. Thus, in actual driving scenarios, the matching control coefficient can be found in real time based on the two-dimensional lookup table, which can improve the processing efficiency.

[0124] Specifically, the yaw moment of the vehicle is obtained based on the yaw angular acceleration difference, the control coefficient, and the moment of inertia corresponding to the mass information, comprising: determining the product of the moment of inertia, the control coefficient, and a second suppression parameter corresponding to the yaw angular acceleration difference as the yaw moment.

[0125] Exemplarily, the yaw moment satisfies:

[0126]

[0127] wherein Mz_evGi represents the yaw moment, with the unit of Newton-meter (N·m). evGi represents the yaw angular acceleration difference, with the unit of radian per square second (rad / s²). mue represents the road adhesion coefficient, vRefSpd represents the vehicle speed, map(mue, vRefSpd) represents the control coefficient matching the vehicle speed vRefSpd and the road adhesion coefficient mue, and the control coefficient is between (0, 1). MzAmpl represents the moment of inertia, with the unit of kilogram-square meter (kg·m²). “-evGi” represents the second suppression parameter corresponding to the yaw angular acceleration difference. The “-” in the formula satisfied by the yaw moment is used to suppress steering over-determination.

[0128] By using the method of the above embodiment, whether the control process of the vehicle in the early stage has inhibited the oversteering can be determined by considering whether the second yaw rate difference value is greater than or equal to the oversteering determination threshold value. When the second yaw rate difference value is greater than or equal to the oversteering determination threshold value, it indicates that the vehicle instability trend continues to deteriorate. Then, the vehicle can be controlled by the yaw moment re-determined by the yaw angular acceleration difference value, the control coefficient and the moment of inertia, so as to avoid the situation of vehicle out of control, and the safety of vehicle driving can be improved.

[0129] By using the method of the above embodiment, the yaw moment estimation can be realized by only using the basic geometric parameters (such as mass and center of mass height) of the vehicle and the parameters (such as vehicle speed) detected by the vehicle speed sensor, and the processing efficiency can be improved.

[0130] By using the method of the above embodiment, the yaw moment estimation can be realized by only using the basic geometric parameters (such as mass and center of mass height) of the vehicle and the parameters (such as vehicle speed) detected by the vehicle speed sensor, and the processing efficiency can be improved. Figure 3 By using the method of the above embodiment, the yaw moment estimation can be realized by only using the basic geometric parameters (such as mass and center of mass height) of the vehicle and the parameters (such as vehicle speed) detected by the vehicle speed sensor, and the processing efficiency can be improved.

[0131] In one embodiment, in the case that the second yaw rate difference value is less than the oversteering determination threshold value, the step of determining whether the vehicle meets the slow corner oversteering enabling condition based on the driving information is returned until the new second yaw rate difference value is greater than or equal to the oversteering determination threshold value. Thus, by determining whether the second yaw rate difference value is less than the oversteering determination threshold value to form a closed-loop control on the vehicle, the accuracy of vehicle control can be improved.

[0132] In one embodiment, the rear axle information includes a rear axle side slip angle. Specifically, as shown in Figure 4 A flowchart for determining the yaw moment of the vehicle according to the rear axle information and the mass information is provided, and the method is applied to the controller in the vehicle as an example, which includes the following steps:

[0133] S402, obtaining difference information between the rear axle side slip angle and the saturated rear axle side slip angle.

[0134] The difference information refers to a set of data representing the difference between the rear axle side slip angle and the saturated rear axle side slip angle. For example, the ratio between the rear axle side slip angle and the saturated rear axle side slip angle can be used as the difference between the rear axle side slip angle and the saturated rear axle side slip angle. Alternatively, the difference between the rear axle side slip angle and the saturated rear axle side slip angle can be used as the difference between the rear axle side slip angle and the saturated rear axle side slip angle.

[0135] S404, in the case where it is determined that the vehicle activates the slow cornering oversteer control mode based on the difference information, determining a yaw moment of the vehicle according to the rear axle information and the mass information.

[0136] The slow cornering oversteer control mode is a specialized and refined vehicle stability control strategy for suppressing oversteer caused by slow cornering of the vehicle. That is, when the vehicle activates the slow cornering oversteer control mode, the vehicle can be controlled by the yaw moment determined according to the rear axle information and the mass information to improve the safety of the vehicle in driving.

[0137] As shown in FIG. 1, Figure 5 a schematic diagram of the relationship between the rear axle lateral force and the rear axle slip angle is provided, the rear axle slip angle refers to the angle between the average driving direction of the tire ground footprint and the tire plane (rim plane) when the rear axle tire is subjected to the lateral force (such as centrifugal force when turning) during driving of the vehicle. It is the output response of the tire lateral force, and generally the larger the rear axle lateral force, the larger the rear axle slip angle, but the relationship between the two is nonlinear. As can be seen from Figure 5 , the relationship between the rear axle lateral force of the tire and the rear axle slip angle is not always linear. When the rear axle lateral force is small, the rear axle slip angle increases approximately linearly with the rear axle lateral force (at this time the tire is in the linear region and the cornering stiffness is stable). When the rear axle lateral force increases to near the maximum tire grip force (determined by the ground adhesion coefficient and the vertical load), the growth rate of the rear axle slip angle will suddenly increase, and even the rear axle lateral force no longer increases but the rear axle slip angle continues to increase, at this time the tire enters the saturation region, and at this time the cornering stiffness decreases sharply.

[0138] Therefore, the ratio of the rear axle slip angle to the saturated rear axle slip angle (i.e., the rear axle slip angle when the tire just enters the saturation region) can reflect the distance of the rear axle tire from complete loss of lateral control. Among them, the larger the ratio, the more likely the vehicle is to reach the rear axle instability boundary at the next moment, and the closer the vehicle is to losing control. Therefore, the ratio of the rear axle slip angle to the saturated rear axle slip angle can be used as a basis for triggering slow cornering oversteer to determine whether the vehicle activates the slow cornering oversteer control mode. Similarly, the difference between the rear axle slip angle and the saturated rear axle slip angle can also reflect the distance of the rear axle tire from complete loss of lateral control. Among them, the smaller the difference, the closer the vehicle is to losing control. Therefore, the difference between the rear axle slip angle and the saturated rear axle slip angle can also be used as a basis for triggering slow cornering oversteer to determine whether the vehicle activates the slow cornering oversteer control mode.

[0139] In an optional embodiment, obtaining the difference information between the rear axle sideslip angle and the saturated rear axle sideslip angle includes: obtaining the difference information between the rear axle sideslip angle and the saturated rear axle sideslip angle based on the difference between the rear axle sideslip angle and the saturated rear axle sideslip angle. In this case, determining whether the vehicle activates a slow-turn oversteer control mode based on the difference information includes: determining that the vehicle activates a slow-turn oversteer control mode when the difference is less than a first threshold.

[0140] In an optional embodiment, obtaining the difference information between the rear axle sideslip angle and the saturated rear axle sideslip angle includes: obtaining the difference information between the rear axle sideslip angle and the saturated rear axle sideslip angle based on the ratio between the rear axle sideslip angle and the saturated rear axle sideslip angle. In this case, determining whether the vehicle activates a slow-turn oversteer control mode based on the difference information includes: determining that the vehicle activates a slow-turn oversteer control mode when the ratio is greater than a second threshold.

[0141] By employing the method described in the above embodiments, and by considering whether the vehicle activates a slow-turn oversteering control mode, the vehicle can be controlled based on the yaw moment determined by the rear axle information and mass information, thereby improving the accuracy of vehicle control.

[0142] In summary, such as Figure 6 As shown, a schematic diagram of vehicle-related parameters is provided, wherein, Indicates the front axle slip angle. The figure shows the sideslip angle, V represents the vehicle speed at the center of gravity, and the arrows in the diagram indicate the direction of the corresponding parameters. By applying braking torque to the outer wheel of the rear axle, the vehicle's yaw moment can be determined based on the acquired second yaw rate and mass information.

[0143] In summary, such as Figure 7 As shown, a control diagram of a vehicle control method is provided, wherein:

[0144] During vehicle operation, driving and mass information are acquired. A first yaw rate is extracted from the driving information, and the difference between the first yaw rate and the target yaw rate is obtained. If the first yaw rate difference is less than the oversteer threshold, the driving information is used to determine whether the vehicle meets the slow-turn oversteer enabling condition. If the vehicle meets the slow-turn oversteer enabling condition, the difference between the rear axle slip angle and the saturated rear axle slip angle, or the ratio between the rear axle slip angle and the saturated rear axle slip angle, is obtained. If the difference is less than the first threshold, or the ratio is greater than the second threshold, a braking torque matching the rear axle and mass information is determined. When a braking torque is applied to the outer rear axle wheel, a second yaw rate is acquired. Based on the second yaw rate and mass information, the vehicle's yaw moment is determined.

[0145] Specifically, the determining whether the vehicle meets the slow-turning over-steer enabling condition based on the driving information comprises: analyzing the driving information to obtain a vehicle speed, a lateral acceleration, a lateral acceleration change rate, a steering wheel angle change rate, a driving slope, a yaw rate change rate and an axle wheel speed difference of the vehicle; and determining that the vehicle meets the slow-turning over-steer enabling condition in a case that the vehicle speed is in a preset vehicle speed range, the lateral acceleration is in a preset acceleration range, the first yaw rate is less than a preset yaw rate, the lateral acceleration change rate is less than a first preset change rate, the steering wheel angle change rate is less than a second preset change rate, the driving slope is less than a slope threshold, and an over-steer factor matched with the axle wheel speed difference and the yaw rate change rate is greater than a preset factor threshold.

[0146] Specifically, the determining the braking torque matched with the rear axle information and the mass information comprises: obtaining a rear axle side slip angle difference between the rear axle side slip angle and a saturated rear axle side slip angle; obtaining a control coefficient matched with a vehicle speed and a road surface adhesion coefficient of the vehicle; determining a moment of inertia corresponding to the mass information and a yaw angular acceleration corresponding to the first yaw rate; and determining a product of the moment of inertia, the control coefficient, the yaw angular acceleration and a first suppression parameter corresponding to the rear axle side slip angle difference as the braking torque.

[0147] Specifically, the determining the yaw moment of the vehicle according to the second yaw rate and the mass information comprises: obtaining a second yaw rate difference between the second yaw rate and a target yaw rate, and a yaw angular acceleration difference between a derivative of the second yaw rate and a derivative of the target yaw rate; obtaining a control coefficient matched with a vehicle speed and a road surface adhesion coefficient of the vehicle; and determining a product of a moment of inertia, the control coefficient, and a second suppression parameter corresponding to the yaw angular acceleration difference as the yaw moment in a case that the second yaw rate difference is greater than or equal to an over-steer determination threshold.

[0148] In Figure 7 Based on the embodiment shown in the figure, as Figure 8 shown, a vehicle control method is provided, and a controller in the vehicle is taken as an example to illustrate the method, which comprises the following steps:

[0149] S802, obtaining driving information and mass information of the vehicle in a driving process of the vehicle.

[0150] S804, extracting a first yaw rate of the vehicle from the driving information, and obtaining a first yaw rate difference between the first yaw rate and a target yaw rate.

[0151] S806, in a case where the first yaw rate difference value is less than the over-steering determination threshold, determining whether the vehicle satisfies a slow-turn over-steering enabling condition based on the driving information.

[0152] S808, in a case where the vehicle satisfies the slow-turn over-steering enabling condition, obtaining a difference value or a ratio value between a rear axle side slip angle of the vehicle and a saturated rear axle side slip angle.

[0153] S810, in a case where the difference value is less than a first threshold value or the ratio value is greater than a second threshold value, determining a brake torque matched with the rear axle information and the mass information.

[0154] S812, in a case where the brake torque is applied to the outer wheel of the rear axle, obtaining a second yaw rate of the vehicle.

[0155] S814, obtaining a second yaw rate difference value between the second yaw rate and a target yaw rate, and a yaw angular acceleration difference value between a derivative of the second yaw rate and a derivative of the target yaw rate.

[0156] S816, in a case where the second yaw rate difference value is greater than or equal to an over-steering determination threshold, obtaining a yaw moment of the vehicle based on the yaw angular acceleration difference value, a control coefficient, and a moment of inertia corresponding to the mass information.

[0157] S818, controlling the vehicle to travel according to the yaw moment.

[0158] The specific content of S802-S818 can be referred to the foregoing description, which will not be repeated here.

[0159] In combination with the foregoing, the vehicle control method provided in the present application detects whether the vehicle satisfies a slow-turn over-steering condition, i.e., the vehicle is in a slow-turn over-steering working condition. In this case, a fixed-pulse brake torque is applied to the outer wheel of the rear axle to break the dangerous situation of rear axle instability triggered by the vehicle exceeding the vehicle steady-state boundary, otherwise, it is difficult to control the yaw rate difference value after the steady-state boundary is exceeded, and thus the side slip angle of the vehicle after instability is no longer a variable that can be linearly controlled. Breaking the rear axle instability in advance can control the vehicle within the stable boundary in time. Therefore, the slow-turn over-steering control method provided in the present application can eliminate the side slip hazard through precise intervention, maintain the driver's control of the vehicle, and avoid the abrupt feeling caused by the intervention of vehicle control. In addition, when the driver steps on the brake, sufficient margin can be reserved for the lateral force, and the stability of the vehicle can be improved through the cooperative steering of the yaw moment and the lateral force.

[0160] It should be understood that although the steps in the flowcharts involved in the embodiments described above are shown in sequence according to the arrows, the steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, the execution of the steps is not strictly limited in sequence, and the steps can be executed in other sequences. Moreover, at least some of the steps in the flowcharts involved in the embodiments described above can include multiple steps or multiple stages, which are not necessarily executed at the same time, but can be executed at different times, and the execution sequence of the steps or stages is not necessarily sequential, but can be alternately or alternately executed with at least part of other steps or steps or stages in other steps. It can be understood that the steps in different embodiments can be freely combined as needed, and various non-contradictory schemes formed by the combination are within the scope of protection of the present application.

[0161] Based on the same inventive concept, the embodiments of the present application also provide a vehicle control device for implementing the vehicle control method described above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme described in the above method, so the specific limitations in one or more vehicle control device embodiments provided below can refer to the limitations of the vehicle control method described above, which will not be repeated here.

[0162] In one exemplary embodiment, as shown in Figure 9 A vehicle control device is provided, comprising: an acquisition module 902, a processing module 904, a determination module 906, and an analysis module 908, wherein:

[0163] The acquisition module 902 is configured to acquire driving information and quality information of the vehicle during driving of the vehicle; the processing module 904 is configured to extract a first yaw rate of the vehicle from the driving information, and obtain a first yaw rate difference between the first yaw rate and a target yaw rate; the determination module 906 is configured to determine whether the vehicle satisfies a slow-turn steering-overenable condition based on the driving information in a case where the first yaw rate difference is less than a steering-overdetermination threshold; and the analysis module 908 is configured to determine a yaw moment of the vehicle according to rear axle information and the quality information of the vehicle in a case where the vehicle satisfies the slow-turn steering-overenable condition, so as to control the vehicle to drive according to the yaw moment.

[0164] In one embodiment, the analysis module 908 is further configured to determine a braking moment matched with the rear axle information and the quality information; acquire a second yaw rate of the vehicle in a case where the braking moment is applied to the outside wheels of the rear axle; and determine a yaw moment of the vehicle according to the second yaw rate and the quality information.

[0165] In one of the embodiments, the rear axle information comprises a rear axle side slip angle; the analysis module 908 is further configured to obtain a rear axle side slip angle difference between the rear axle side slip angle and a saturated rear axle side slip angle; obtain a control coefficient matching a vehicle speed and a road adhesion coefficient of the vehicle; and determine a yaw moment of the vehicle based on the rear axle side slip angle difference, the control coefficient, and a moment of inertia corresponding to the mass information.

[0166] In one of the embodiments, the analysis module 908 is further configured to determine a moment of inertia corresponding to the mass information, and a yaw angular acceleration corresponding to the first yaw rate; and determine the braking torque as a product of the moment of inertia, the yaw angular acceleration, the control coefficient, and a first suppression parameter corresponding to the rear axle side slip angle difference.

[0167] In one of the embodiments, the analysis module 908 is further configured to obtain a second yaw rate difference between the second yaw rate and the target yaw rate, and a yaw angular acceleration difference between a derivative of the second yaw rate and a derivative of the target yaw rate; obtain a control coefficient matching a vehicle speed and a road adhesion coefficient of the vehicle; and determine a yaw moment of the vehicle based on the yaw angular acceleration difference, the control coefficient, and a moment of inertia corresponding to the mass information, in a case that the second yaw rate difference is greater than or equal to the over-steer determination threshold.

[0168] In one of the embodiments, the rear axle information comprises a rear axle side slip angle; the analysis module 908 is further configured to obtain difference information between the rear axle side slip angle and a saturated rear axle side slip angle; and determine a yaw moment of the vehicle according to the rear axle information and the mass information of the vehicle, in a case that the vehicle is determined to activate the slow corner over-steer control mode based on the difference information.

[0169] In one of the embodiments, the analysis module 908 is further configured to obtain the difference information between the rear axle side slip angle and the saturated rear axle side slip angle based on a difference between the rear axle side slip angle and the saturated rear axle side slip angle; and determine that the vehicle activates the slow corner over-steer control mode in a case that the difference is less than a first threshold.

[0170] In one of the embodiments, the analysis module 908 is further configured to obtain the difference information between the rear axle side slip angle and the saturated rear axle side slip angle based on a ratio between the rear axle side slip angle and the saturated rear axle side slip angle; and determine that the vehicle activates the slow corner over-steer control mode in a case that the ratio is greater than a second threshold.

[0171] In one of the embodiments, the determining module 906 is further configured to analyze the driving information to obtain a vehicle speed, a lateral acceleration, a lateral acceleration change rate, a steering wheel angle change rate, a driving slope, a yaw rate change rate, and a wheel speed difference on an axle of the vehicle; and determine that the vehicle satisfies a slow-turning steering oversteering enabling condition when the vehicle speed is in a preset vehicle speed range, the lateral acceleration is in a preset acceleration range, the first yaw rate is less than a preset yaw rate, the lateral acceleration change rate is less than a first preset change rate, the steering wheel angle change rate is less than a second preset change rate, the driving slope is less than a slope threshold, and a steering oversteering factor matched with the wheel speed difference on the axle and the yaw rate change rate is greater than a preset factor threshold.

[0172] Each of the modules in the vehicle control device described above can be implemented in whole or in part by software, hardware, and a combination thereof. Each of the modules described above can be embedded in a processor in the vehicle in hardware form or independent of the processor, or can be stored in a memory in the vehicle in software form to be invoked by the processor to perform the operations corresponding to each of the modules.

[0173] In one example embodiment, a computer device, which can be a vehicle, is provided, and an internal structure diagram of the computer device can be as shown in Figure 10 The computer device includes a processor, a memory, an input / output interface (I / O), and a communication interface. The processor, the memory, and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for running the operating system and the computer program in the non-volatile storage medium. The database of the computer device is configured to store data in a vehicle control process. The input / output interface of the computer device is configured to exchange information between the processor and external devices. The communication interface of the computer device is configured to communicate with external terminals through a network connection. The computer program is executed by the processor to implement a vehicle control method.

[0174] In one example embodiment, a computer device, which can be a vehicle, is provided, and an internal structure diagram of the computer device can be as shown in Figure 11The computer device shown in the figure includes a processor, a memory, an input / output interface, a communication interface, a display unit and an input device. Among them, the processor, the memory and the input / output interface are connected through a system bus, and the communication interface, the display unit and the input device are connected to the system bus through the input / output interface. Among them, the processor of the computer device is used to provide computing and control capability. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operating system and the computer program in the non-volatile storage medium to run. The input / output interface of the computer device is used to exchange information between the processor and external devices. The communication interface of the computer device is used to communicate with external terminals in a wired or wireless manner. The wireless manner can be realized through WIFI, mobile cellular network, near field communication (NFC) or other technologies. The computer program is executed by the processor to realize a vehicle control method. The display unit of the computer device is used to form a visually visible picture, which can be a display screen, a projection device or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen. The input device of the computer device can be a touch layer overlaid on the display screen, or a key, trackball or touchpad arranged on the shell of the computer device, or an external keyboard, touchpad or mouse, etc.

[0175] Those skilled in the art can understand that, Figure 10 Or Figure 11 The structure shown in the figure is only a block diagram of part of the structure related to the scheme of the present application, and does not constitute a limitation on the computer device to which the scheme of the present application is applied. The specific computer device can include more or fewer components than those shown in the figure, or combine certain components, or have a different component arrangement.

[0176] In one embodiment, a computer device is also provided, including a memory and a processor, the memory storing a computer program, and the processor executing the computer program to realize the steps in each of the above method embodiments.

[0177] In one embodiment, a computer readable storage medium is provided, which stores a computer program, and the computer program is executed by a processor to realize the steps in each of the above method embodiments.

[0178] In one embodiment, a computer program product is provided, including a computer program, and the computer program is executed by a processor to realize the steps in each of the above method embodiments.

[0179] It should be noted that the user information (including but not limited to user equipment information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in the present application are all information and data authorized by the user or authorized by all parties, and the collection, use and processing of related data need to comply with relevant regulations.

[0180] It can be understood by those skilled in the art that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing related hardware through a computer program. The computer program can be stored in a non-volatile computer readable storage medium. When the computer program is executed, it can include the processes of the above-mentioned embodiments of each method. In the embodiments provided in the present application, any reference to memory, database or other medium can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical storage, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration but not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc. The database involved in the embodiments provided in the present application can include at least one of a relational database and a non-relational database. The non-relational database can include a distributed database based on a block chain, etc., without being limited thereto. The processor involved in the embodiments provided in the present application can be a general-purpose processor, a central processing unit, a graphics processing unit, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, an artificial intelligence (AI) processor, etc., without being limited thereto.

[0181] Any technical features in the above embodiments can be combined, and for the sake of brevity, not all possible combinations are described above, however, any combination of these technical features is deemed to be within the scope of the present application.

[0182] The above embodiments only express several implementation manners of the present application, and the description is relatively specific and detailed, but it should not be understood as a limitation on the patent scope of the present application. It should be pointed out that, for ordinary skilled persons in the art, several modifications and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the appended claims.

Claims

1. A vehicle control method characterized by, The method comprises: acquiring driving information and mass information of the vehicle during driving of the vehicle; extracting a first yaw rate of the vehicle from the driving information, and obtaining a first yaw rate difference between the first yaw rate and a target yaw rate; in a case where the first yaw rate difference is less than a steering over-determination threshold, determining whether the vehicle satisfies a slow-turn steering over-determination enabling condition based on the driving information; in a case where the vehicle satisfies the slow-turn steering over-determination enabling condition, determining a yaw moment of the vehicle according to rear axle information and the mass information of the vehicle, so as to control driving of the vehicle according to the yaw moment; wherein the determining whether the vehicle satisfies the slow-turn steering over-determination enabling condition based on the driving information comprises: analyzing the driving information to obtain a vehicle speed, a lateral acceleration, a lateral acceleration change rate, a steering wheel angle change rate, a driving slope, a yaw rate change rate and an axle wheel speed difference of the vehicle; in a case where the vehicle speed is in a preset vehicle speed range, the lateral acceleration is in a preset acceleration range, the first yaw rate is less than a preset angular velocity, the lateral acceleration change rate is less than a first preset change rate, the steering wheel angle change rate is less than a second preset change rate, the driving slope is less than a slope threshold, and a steering over-determination factor matched with the axle wheel speed difference and the yaw rate change rate is greater than a preset factor threshold, it is determined that the vehicle satisfies the slow-turn steering over-determination enabling condition.

2. The method of claim 1, wherein, The determining the yaw moment of the vehicle according to the rear axle information and the mass information comprises: determining a braking moment matched with the rear axle information and the mass information; acquiring a second yaw rate of the vehicle in a case where the braking moment is applied to an outer wheel of the rear axle; determining the yaw moment of the vehicle according to the second yaw rate and the mass information.

3. The method of claim 2, wherein, The rear axle information comprises a rear axle side slip angle; the determining the braking moment matched with the rear axle information and the mass information comprises: obtaining a rear axle side slip angle difference between the rear axle side slip angle and a saturated rear axle side slip angle; obtaining a control coefficient matched with a vehicle speed and a road adhesion coefficient of the vehicle; obtaining the braking moment based on the rear axle side slip angle difference, the control coefficient and the mass information.

4. The method of claim 3, wherein, The obtaining the braking moment based on the rear axle side slip angle difference, the control coefficient and the mass information comprises: determining a moment of inertia corresponding to the mass information, and a yaw angular acceleration corresponding to the first yaw rate; determining a product of the moment of inertia, the yaw angular acceleration, the control coefficient and a first suppression parameter corresponding to the rear axle side slip angle difference as the braking moment.

5. The method of claim 2, wherein, The determining the yaw moment of the vehicle according to the second yaw rate and the mass information comprises: obtaining a second yaw rate difference between the second yaw rate and the target yaw rate, and a yaw angular acceleration difference between a derivative of the second yaw rate and a derivative of the target yaw rate; obtaining a control coefficient matched with a vehicle speed and a road adhesion coefficient of the vehicle; in a case where the second yaw rate difference value is greater than or equal to the over-steering determination threshold value, obtaining a yaw moment of the vehicle based on the yaw acceleration difference value, the control coefficient, and a moment of inertia corresponding to the mass information.

6. The method of claim 1, wherein, the rear axle information includes a rear axle side slip angle; and obtaining difference information between the rear axle side slip angle and a saturated rear axle side slip angle; in a case where it is determined based on the difference information that the vehicle activates the slow corner over-steering control mode, determining the yaw moment of the vehicle according to the rear axle information and the mass information of the vehicle.

7. The method of claim 6, wherein: the obtaining of the difference information between the rear axle side slip angle and the saturated rear axle side slip angle includes: obtaining the difference information between the rear axle side slip angle and the saturated rear axle side slip angle based on a difference value between the rear axle side slip angle and the saturated rear axle side slip angle; the determining of the slow corner over-steering control mode based on the difference information includes: determining that the vehicle activates the slow corner over-steering control mode when the difference value is less than a first threshold value.

8. The method of claim 6, wherein: the obtaining of the difference information between the rear axle side slip angle and the saturated rear axle side slip angle includes: obtaining the difference information between the rear axle side slip angle and the saturated rear axle side slip angle based on a ratio between the rear axle side slip angle and the saturated rear axle side slip angle; the determining of the slow corner over-steering control mode based on the difference information includes: determining that the vehicle activates the slow corner over-steering control mode when the ratio is greater than a second threshold value.

9. A vehicle control device characterized by comprising: the apparatus includes: an acquisition module configured to acquire driving information and mass information of a vehicle during driving of the vehicle; a processing module configured to extract a first yaw rate of the vehicle from the driving information, and obtain a first yaw rate difference value between the first yaw rate and a target yaw rate; a determination module configured to determine, in a case where the first yaw rate difference value is less than an over-steering determination threshold value, whether the vehicle satisfies a slow corner over-steering enabling condition based on the driving information; an analysis module configured to, in a case where the vehicle satisfies the slow corner over-steering enabling condition, determine a yaw moment of the vehicle according to rear axle information and the mass information of the vehicle, and control the vehicle to drive according to the yaw moment. The determining module is further configured to analyze the driving information to obtain a vehicle speed, a lateral acceleration, a lateral acceleration change rate, a steering wheel angle change rate, a driving slope, a yaw rate change rate, and a wheel speed difference on an axle of the vehicle; and determine that the vehicle satisfies a slow-turning steering-oversteering enabling condition when the vehicle speed is in a preset vehicle speed range, the lateral acceleration is in a preset acceleration range, the first yaw rate is less than a preset angular velocity, the lateral acceleration change rate is less than a first preset change rate, the steering wheel angle change rate is less than a second preset change rate, the driving slope is less than a slope threshold, and a steering-oversteering factor matched with the wheel speed difference on the axle and the yaw rate change rate is greater than a preset factor threshold.

10. A vehicle comprising a memory and a processor, the memory storing a computer program, characterized in that, The computer program, when executed by the processor, implements the steps of the method of any one of claims 1 to 8.

11. A computer readable storage medium having stored thereon a computer program, characterized in that The computer program, when executed by the processor, implements the steps of the method of any one of claims 1 to 8.

12. A computer program product comprising a computer program, characterized in that, The computer program, when executed by the processor, implements the steps of the method of any one of claims 1 to 8. The computer program, when executed by the processor, implements the steps of the method of any one of claims 1 to 8.

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