Vehicle torque determination method and device

Abstract

The embodiment of the invention discloses a vehicle torque determination method and device. The vehicle torque determination method comprises the steps that the driving state of a target vehicle during driving is determined; the driving state comprises an unstable state and a stable state; determining a torque control mode corresponding to the driving state; and determining a target yaw torque of the target vehicle based on the torque control mode. According to the invention, the accuracy of determining the target yaw torque can be improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle control, and relates to but is not limited to a vehicle torque determination method and device. BACKGROUND

[0002] With the rapid development of new energy vehicles, new energy vehicles have made great progress in aspects of motors, electronic controls, batteries and the like. Among them, the driving technology based on distributed motors has great potential in vehicle driving efficiency and stable control, and can realize stable control of the vehicle.

[0003] In related technologies, the distributed driving torque distribution control is usually determined based on vehicle steering wheel angle feedforward and vehicle yaw rate. However, the requirements for control targets and control parameters are different in different situations, so the accuracy of determining the yaw torque of the vehicle is reduced. SUMMARY

[0004] To solve the above technical problems, the embodiments of the present application expect to provide a vehicle torque determination method and device, which can improve the accuracy of determining the target yaw torque.

[0005] The technical scheme of the present application is implemented as follows:

[0006] In a first aspect, the embodiments of the present application provide a vehicle torque determination method, which comprises:

[0007] determining a driving state of a target vehicle during driving; the driving state comprises an unstable state and a stable state;

[0008] determining a torque control mode corresponding to the driving state;

[0009] determining a target yaw torque of the target vehicle based on the torque control mode.

[0010] In a second aspect, the embodiments of the present application provide a vehicle torque determination device, which comprises:

[0011] a determination unit configured to determine a driving state of a target vehicle during driving; the driving state comprises an unstable state and a stable state; determine a torque control mode corresponding to the driving state; and determine a target yaw torque of the target vehicle based on the torque control mode.

[0012] In a third aspect, the embodiments of the present application provide an electronic device, which comprises a memory and a processor, and the memory stores a computer program or instructions, which are executed by the processor to implement the method provided in the first aspect.

[0013] Fourthly, this application provides a vehicle including a memory and a processor. The memory stores a computer program or instructions, which, when executed by the processor, implement the method provided in the first aspect.

[0014] Fifthly, this application also provides a storage medium storing a computer program or instructions that, when executed by a processor, implement any of the methods provided in the first aspect above.

[0015] Sixthly, this application also provides a computer program product comprising a computer program or instructions that, when executed by a processor, implement any of the methods provided in the first aspect above.

[0016] This application provides a vehicle torque determination method and apparatus. The vehicle torque determination method includes: determining the driving state of a target vehicle; the driving state includes an unstable state and a stable state; determining a torque control mode corresponding to the driving state; and determining a target yaw torque of the target vehicle based on the torque control mode. Using the above method, the vehicle torque determination apparatus determines whether the target vehicle's driving state is unstable or stable, and then determines the corresponding torque control mode based on that driving state. The target yaw torque is determined using the torque determination mode corresponding to that driving state. Since the target yaw torque is determined by the torque control mode corresponding to the target vehicle's driving state, the target yaw torque is a yaw torque that matches the target vehicle's driving state, thus improving the accuracy of determining the target yaw torque. Attached Figure Description

[0017] Figure 1 A flowchart of a vehicle torque determination method provided in this application embodiment;

[0018] Figure 2 A simplified model diagram of an exemplary vehicle provided for an embodiment of this application;

[0019] Figure 3 A schematic diagram of an exemplary vehicle torque determination structure provided for an embodiment of this application;

[0020] Figure 4 This is a schematic diagram of the composition structure of a vehicle torque determination device provided in an embodiment of this application;

[0021] Figure 5 This is a schematic diagram of the composition structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0022] With reference to the drawings and in terms of the examples described herein, the technical solutions in the examples will be described in a clear and complete manner. It should be understood that the specific examples described herein are only intended to explain the present application and are not intended to limit the present application.

[0023] The vehicle torque determination method provided in the examples of the present application can be applied to a vehicle torque determination device, Figure 1 A flowchart of the vehicle torque determination method provided in the examples of the present application is shown in Figure 1 The vehicle torque determination method can include the following steps:

[0024] S101, determining a driving state of the target vehicle when driving; the driving state includes an unstable state and a stable state.

[0025] The vehicle torque determination method provided in the examples of the present application is suitable for the scenario of determining the yaw torque of the target vehicle when driving.

[0026] In the examples of the present application, the vehicle torque determination device can be implemented in various forms. For example, the vehicle torque determination device described in the present application can include a server, a cloud, a controller, etc. device, but also for other devices, the specific examples of the present application do not limit this.

[0027] In the examples of the present application, the target vehicle can be a car, a sports utility vehicle, a sports car, a van, a bus, a truck, a tractor, a passenger car, etc. The target vehicle can also be other types of vehicles, and the specific category of the target vehicle can be determined according to the actual situation, and the examples of the present application do not limit this.

[0028] In the examples of the present application, the road type when the target vehicle is driving can be a curved road.

[0029] In the examples of the present application, it can be determined whether the driving state of the target vehicle when driving is a stable state or an unstable state.

[0030] In the examples of the present application, the driving state of the target vehicle when driving can be determined to be a stable state or an unstable state based on the value range of the steering wheel angle and the vehicle speed, or other ways can be used to determine the driving state of the target vehicle when driving to be a stable state or an unstable state. The specific way of determining whether the driving state of the target vehicle when driving is a stable state or an unstable state can be determined according to the actual situation, and the examples of the present application do not limit this.

[0031] In the embodiment of the present application, if the driving state of the target vehicle is determined to be the stable state or the unstable state based on the range of the steering wheel angle and the vehicle speed, the driving state of the target vehicle can be finally determined to be the stable state or the unstable state based on the steering wheel angle and the vehicle speed. In addition, the driving state of the target vehicle can be determined to be the stable state or the unstable state based on the steering wheel angle and the vehicle speed by other manners. The manner of determining the driving state of the target vehicle to be the stable state or the unstable state based on the steering wheel angle and the vehicle speed can be determined according to actual conditions, and the embodiment of the present application does not limit this.

[0032] In S102, a torque control manner corresponding to the driving state is determined.

[0033] In the embodiment of the present application, after the vehicle torque determination device determines the driving state of the target vehicle, the torque control manner corresponding to the driving state is determined.

[0034] In the embodiment of the present application, the correspondence between the preset driving state and the preset torque control manner is set, and the torque control manner corresponding to the driving state can be determined based on the correspondence.

[0035] It should be noted that the correspondence between the preset driving state and the preset torque control manner can be information configured in the vehicle torque determination device, or information transmitted to the vehicle torque determination device by other devices, or information obtained by the vehicle torque determination device through other manners. The manner of obtaining the correspondence between the preset driving state and the preset torque control manner by the vehicle torque determination device can be determined according to actual conditions, and the embodiment of the present application does not limit this.

[0036] In the embodiment of the present application, the torque control manner is a manner of determining the target yaw moment of the target vehicle.

[0037] It should be noted that the torque control manner can be a manner of determining the target yaw moment based on the yaw angular velocity of the target vehicle, or a manner of determining the target yaw moment based on the center of mass side slip angle of the target vehicle. The torque control manner can be other manners of determining the target yaw moment of the target vehicle. The specific torque control manner can be determined according to actual conditions, and the embodiment of the present application does not limit this.

[0038] In S103, the target yaw moment of the target vehicle is determined based on the torque control manner.

[0039] In the embodiment of the present application, after the vehicle torque determination device determines the torque control manner corresponding to the driving state, the target yaw moment of the target vehicle is determined based on the torque control manner.

[0040] For example, if the torque control mode is a mode of determining the target yaw moment based on the yaw angular velocity of the target vehicle, the yaw angular velocity of the target vehicle can be determined first, and then the target yaw moment of the target vehicle is determined based on the yaw angular velocity. If the torque control mode is a mode of determining the target yaw moment based on the side slip angle of the center of mass of the target vehicle, the side slip angle of the center of mass of the target vehicle can be determined first, and then the target yaw moment of the target vehicle is determined based on the side slip angle.

[0041] It can be understood that the vehicle torque determination device determines whether the driving state of the target vehicle is a stable state or an unstable state, and then determines the corresponding torque control mode based on the driving state, so as to determine the target yaw moment of the target vehicle in driving by using the torque determination mode corresponding to the driving state. Since the target yaw moment is determined by the torque control mode corresponding to the driving state of the target vehicle, the target yaw moment is the yaw moment matched with the driving state of the target vehicle, that is, the accuracy of determining the target yaw moment is improved.

[0042] The manner of determining the driving state of the target vehicle in step S102 will be described below:

[0043] Specifically, the process of determining the driving state of the target vehicle by the vehicle torque determination device includes: obtaining the steering wheel angle and the vehicle speed of the target vehicle in driving; determining that the driving state is an unstable state when the steering wheel angle is greater than a preset steering wheel angle and the vehicle speed is greater than a preset vehicle speed; determining that the driving state is a stable state when the steering wheel angle is less than or equal to the preset steering wheel angle or the vehicle speed is less than or equal to the preset vehicle speed.

[0044] In the embodiment of the present application, a vehicle speed sensor is arranged in the target vehicle, and the vehicle speed sensor can be used to detect the vehicle speed of the target vehicle, so as to obtain the vehicle speed of the target vehicle in driving. The vehicle speed of the target vehicle in driving can also be detected by other vehicles and obtained from the other vehicles. The vehicle speed of the target vehicle can also be obtained by other manners, and the specific manner of obtaining the vehicle speed of the target vehicle in driving can be determined according to actual conditions, which is not limited in the embodiment of the present application.

[0045] It should be noted that the vehicle speed of the target vehicle in driving can also be detected by multiple manners, and the vehicle speed of the target vehicle in driving can be determined based on the multiple driving speeds. For example, the driving speed of the target vehicle in driving can be detected by a vehicle speed sensor, and the driving speed of the target vehicle in driving can also be detected by a gas vehicle, and then the average of the driving speeds determined by the two manners is determined, so as to obtain the vehicle speed.

[0046] In the embodiment of the present application, the target vehicle is provided with a steering wheel angle detection sensor, the steering wheel angle sensor can be used to detect the steering wheel angle information of the target vehicle, so as to obtain the steering wheel angle of the target vehicle when driving. The steering wheel angle of the target vehicle when driving can also be obtained by other means. The specific way of obtaining the steering wheel angle of the target vehicle when driving can be determined according to actual conditions, and the embodiment of the present application does not limit this.

[0047] It should be noted that a plurality of steering wheel angle detection sensors can be provided in the target vehicle, and the plurality of steering wheel angle detection sensors are used to detect the steering wheel angle information of the target vehicle respectively, so as to obtain a plurality of steering wheel angle information; the steering wheel angle of the target vehicle when driving is determined according to the plurality of steering wheel angle information.

[0048] For example, three steering wheel angle detection sensors are provided in the target vehicle, and the three steering wheel angle detection sensors are used to detect the steering wheel angle information of the target vehicle respectively, so as to obtain three steering wheel angle information; the mean value of the three steering wheel angle information is determined, so as to obtain the steering wheel angle of the target vehicle when driving.

[0049] It should be noted that the preset steering angle can be information configured in the vehicle torque determination device, can be information transmitted to the vehicle torque determination device by other devices, or can be information obtained by the vehicle torque determination device through other means. The specific way of obtaining the preset steering angle by the vehicle torque determination device can be determined according to actual conditions, and the embodiment of the present application does not limit this.

[0050] For example, the steering angle value of the preset steering angle can be 80 degrees, the steering angle value of the preset steering angle can also be 45 degrees, and the steering angle value of the preset steering angle can also be other values. The specific steering angle value of the preset steering angle can be determined according to actual conditions, and the embodiment of the present application does not limit this.

[0051] It should be noted that the preset vehicle speed can be information configured in the vehicle torque determination device, can be information transmitted to the vehicle torque determination device by other devices, or can be information obtained by the vehicle torque determination device through other means. The specific way of obtaining the preset vehicle speed by the vehicle torque determination device can be determined according to actual conditions, and the embodiment of the present application does not limit this.

[0052] For example, the vehicle speed value of the preset vehicle speed can be 120Km / h, the vehicle speed value of the preset vehicle speed can also be 900Km / h, and the vehicle speed value of the preset vehicle speed can also be other values. The specific vehicle speed value of the preset vehicle speed can be determined according to actual conditions, and the embodiment of the present application does not limit this.

[0053] In the embodiment of the present application, the process that the vehicle torque determination apparatus determines the driving state as the stable state based on the driving parameter, the ground friction parameter and the vehicle information comprises: obtaining the driving parameter, the ground friction parameter and the vehicle information when the target vehicle is driving; determining the ground adhesion critical parameter based on the ground friction parameter; determining the initial yaw rate based on the driving parameter and the vehicle information; determining the driving state as the first state in the case that the value of the initial yaw rate is less than the critical parameter; determining the driving state as the second state in the case that the value of the initial yaw rate is greater than or equal to the critical parameter; determining the first state or the second state as the stable state.

[0054] It should be noted that the stable state includes the first state and the second state. Specifically, the first state is that the target vehicle is in a stable state with sufficient ground adhesion; the second state is that the target vehicle is in a stable state with insufficient ground adhesion.

[0055] In the embodiment of the present application, the driving parameter when the target vehicle is driving can be detected by a sensor, or the target vehicle can be detected by other equipment to obtain the driving parameter when the target vehicle is driving, or the driving parameter when the target vehicle is driving can be obtained by other means. The specific way of obtaining the driving parameter when the target vehicle is driving can be determined according to actual conditions, and the embodiment of the present application does not limit this.

[0056] It should be noted that the driving parameter includes the front wheel angle of the target vehicle, and the linear speed when the target vehicle turns to form a centripetal motion.

[0057] It should also be noted that the linear speed can be determined according to the vehicle speed when the target vehicle is driving and the turning radius when the target vehicle turns, or it can be determined by other means. Specifically, it can be determined according to actual conditions, and the embodiment of the present application does not limit this.

[0058] In the embodiment of the present application, the vehicle information includes the distance from the front axle to the center of mass of the target vehicle, the distance from the rear axle to the center of mass of the target vehicle, the mass of the target vehicle, the wheelbase of the target vehicle, the cornering stiffness of the rear wheel of the target vehicle and the cornering stiffness of the front wheel of the target vehicle.

[0059] In the embodiment of the present application, the ground friction coefficient when the target vehicle is driving can be detected by a sensor; the ground friction coefficient when the target vehicle is driving can be detected by other equipment to detect the road surface of the target vehicle, so as to obtain the ground friction coefficient when the target vehicle is driving from other equipment; the ground friction coefficient when the target vehicle is driving can also be obtained by other means. The specific way of obtaining the ground friction coefficient when the target vehicle is driving can be determined according to actual conditions, and the embodiment of the present application does not limit this.

[0060] It should be noted that the ground friction parameter is the ground friction coefficient.

[0061] In the embodiment of the present application, the process of determining the ground adhesion critical parameter based on the ground friction parameter comprises: obtaining the gravitational acceleration; determining the ground adhesion critical parameter based on the gravitational acceleration, the ground friction parameter and the linear speed in the centripetal motion formed when the target vehicle turns. Illustratively, the product between the gravitational acceleration and the ground friction parameter is determined first, and then the quotient between the product and the linear speed is determined, so as to obtain the ground adhesion critical parameter.

[0062] It should be noted that the ground adhesion critical parameter can be determined by using formula (1):

[0063]

[0064] wherein C is the ground adhesion critical parameter, μ is the ground friction parameter, g is the gravitational acceleration, v is the linear speed. x .

[0065] In the embodiment of the present application, the way of determining the initial yaw rate based on the driving parameter and the vehicle information is shown in formula (2):

[0066]

[0067] It should be noted that ψ des is the initial yaw rate, l f is the distance from the front axle of the target vehicle to the center of mass, l r is the distance from the rear axle of the target vehicle to the center of mass, m is the mass of the target vehicle, C ar is the cornering stiffness of the rear wheel of the target vehicle, C af is the cornering stiffness of the front wheel of the target vehicle, L is the wheelbase of the target vehicle, δ f is the front wheel steering angle of the target vehicle, v x is the linear speed in the centripetal motion formed when the target vehicle turns.

[0068] In the embodiment of the present application, based on the theory of the two-degree-of-freedom model of the automobile, the left wheel and the right wheel on the same axle of the automobile are regarded as one wheel, based on the nonlinear characteristics of the tire force of the vehicle and the cornering stiffness measured by the tire test, a simplified vehicle model for control is established as shown in formula (3): Figure 2 The solid circle on the right side of the figure is the center of the target vehicle when turning; the hollow circle on the left side of the figure is the center of mass of the target vehicle when turning; R is the turning radius of the target vehicle when turning; L is the distance between the front wheel and the rear wheel of the target vehicle, i.e. the wheelbase; the wheelbase is the distance from the front axle of the target vehicle to the center of mass l f and the distance from the rear axle of the target vehicle to the center of mass l r ; δ fThe front wheel steering angle of the target vehicle; a f The front wheel's sideslip angle; a r Let R be the rear wheel's sideslip angle; when R is much greater than L, the equation in formula (3) holds true.

[0069]

[0070] The torque and moment balance equations when the target vehicle is in a steady state (i.e., the target vehicle is traveling at a constant speed with no acceleration) are shown in formulas (4)-(5):

[0071]

[0072] F yf l f =F yr l r (5)

[0073] According to formulas (4)-(5), the lateral force of the rear wheel can be determined as shown in formula (6):

[0074]

[0075] In formula (6), The mass of the target vehicle acting on the rear axle, i.e., the lateral force acting on the rear axle, is the lateral acceleration of the entire vehicle. m r The lateral force of the front wheel can be obtained as shown in formula (7):

[0076]

[0077] In formula (7), The mass of the target vehicle acting on the front axle.

[0078] If the slip angle is small, the lateral force on each wheel is proportional to its slip angle. (Using C...) af C represents the lateral stiffness of each front wheel in the target vehicle. ar This represents the lateral stiffness of each rear wheel in the target vehicle. If the target vehicle has two front wheels and two rear wheels, the lateral slip angles of the front and rear wheels are shown in formulas (8)-(9) according to formula (7):

[0079]

[0080] Substituting formulas (8)-(9) into formula (3) yields formula (10):

[0081]

[0082] Formula (11) can be obtained from formula (10):

[0083]

[0084] Substituting the relationship between the angular velocity w and the linear velocity v in the basic theory v = wr into the formula (11), the formula (12) can be obtained:

[0085]

[0086] Substituting the formula (11) into the formula (12), the formula (2) can be obtained.

[0087] wherein v is the v in the formula (2) x .

[0088] In the embodiment of the present application, if the ground friction parameter is too low, the lateral force under the high yaw rate cannot be provided, and then it is unsafe to try to obtain the expected initial yaw rate ψ des of the formula (2). Therefore, the ideal initial yaw rate must be within the upper limit value range determined according to the relationship with the tire-road friction coefficient, and the formula (13) is established when the ground friction force f is sufficient to provide the lateral force F d .

[0089] f = μmg = F d = mw 2 r = mwvr (13)

[0090] wherein m is the mass of the target vehicle, g is the gravitational acceleration, μ is the ground friction parameter, w is the angular velocity, v is the linear velocity, and r is the turning radius.

[0091] Simplifying the formula (13) can obtain the boundary equation (14):

[0092]

[0093] That is, the ground adhesion critical parameter can be determined according to the formula (14).

[0094] The scheme for determining the torque control mode corresponding to the driving state in the step S103 will be described in detail as follows:

[0095] In the embodiment of the present application, the vehicle torque determination device determines the torque control mode corresponding to the driving state, including: determining the torque control mode as the first mode in the case that the driving state is the stable state; determining the torque control mode as the second mode in the case that the driving state is the unstable state; and correspondingly, the mode for determining the target yaw torque of the target vehicle based on the torque control mode, including: determining the target yaw torque based on the first mode; or determining the target yaw torque based on the second mode.

[0096] In the embodiment of the present application, the correspondence between the preset driving state and the preset torque control mode is set, and the torque control mode corresponding to the driving state can be determined based on the correspondence. Specifically, based on the correspondence, it can be determined that the torque control mode is the first mode when the driving state is the stable state, and the torque control mode is the second mode when the driving state is the unstable state.

[0097] It should be noted that the correspondence between the preset driving state and the preset torque control mode can be information configured in the vehicle torque determination device, or information transmitted to the vehicle torque determination device by other devices, or information obtained by the vehicle torque determination device in other ways. The specific way in which the vehicle torque control device obtains the correspondence between the preset driving state and the preset torque control mode can be determined according to actual conditions, and the present application embodiment does not limit this.

[0098] In the embodiment of the present application, the process of determining the target yaw torque by the vehicle torque determination device based on the first mode includes: correcting the initial yaw angular velocity to obtain a target yaw angular velocity; obtaining the first yaw angular velocity of the target vehicle; determining the curve state of the target vehicle in the case that the first difference between the first yaw angular velocity and the target yaw angular velocity is greater than the first preset difference; and determining the first yaw torque based on the curve state, the ground friction parameter, the steering wheel angle, the vehicle speed of the target vehicle during driving, and the first difference by using a PID regulator, and taking the first yaw torque as the target yaw torque.

[0099] In the embodiment of the present application, the first preset difference can be a difference configured in the vehicle torque determination device, or a difference transmitted to the vehicle torque determination device by other devices, or a difference obtained by the vehicle torque determination device in other ways. The specific way in which the vehicle torque determination device obtains the first preset difference can be determined according to actual conditions, and the present application embodiment does not limit this.

[0100] It should be noted that the first preset difference can be a function of the steering wheel angle and the vehicle speed.

[0101] It should be noted that the curve state includes the entry curve state, the exit curve state, and the state in the curve.

[0102] In the embodiment of the present application, the method for determining the curve state of the target vehicle comprises: determining that the target vehicle is in the curve-in state when the steering wheel angle is negative and the steering wheel angle change rate is also negative; determining that the target vehicle is in the curve-in state when the steering wheel angle is positive and the steering wheel angle change rate is also positive; determining that the target vehicle is in the curve-out state when the steering wheel angle is negative and the steering wheel angle change rate is positive; determining that the target vehicle is in the curve-out state when the steering wheel angle is positive and the steering wheel angle change rate is negative; and determining that the target vehicle is in the curve-in state when the absolute value of the steering wheel angle is greater than the preset threshold and the steering wheel angle change rate is less than the preset threshold.

[0103] It should be noted that the target vehicle is determined to be in the straight state when the absolute value of the steering wheel angle is less than the preset threshold.

[0104] It should be noted that the preset threshold can be a threshold configured in the vehicle torque determination device, can be a value transmitted to the vehicle torque determination device by other equipment, or can be a threshold obtained by the vehicle torque determination device through other means. The specific manner in which the vehicle torque determination device obtains the preset threshold can be determined according to actual conditions, and the embodiment of the present application does not limit the same.

[0105] In the embodiment of the present application, the first yaw rate is a parameter detected by a sensor, or can be a parameter obtained by detecting the target vehicle through other means. The specific manner in which the first yaw rate of the target vehicle is obtained can be determined according to actual conditions, and the embodiment of the present application does not limit the same.

[0106] In the embodiment of the present application, when the first difference between the first yaw rate and the target yaw rate is greater than the first preset difference, the PID regulator is activated, so that the first yaw torque is determined based on the curve state, the ground friction parameter, the steering wheel angle, the vehicle speed and the first difference by using the PID regulator, and the first yaw torque is used as the target yaw torque to control the first yaw rate to tend to the target yaw rate.

[0107] It should be noted that the first difference is the difference obtained by subtracting the target yaw rate from the first yaw rate.

[0108] Specifically, when the curve state is the curve-in state, the first yaw torque is determined based on the ground friction parameter, the steering wheel angle, the vehicle speed and the first difference by using the first PID regulator corresponding to the curve-in state, and the first yaw torque is used as the target yaw torque.

[0109] It should be noted that the ground friction parameter and the steering wheel angle are input into the first PID regulator, and the first feedforward term is determined based on the feedforward processing function of the first PID; the vehicle speed, the steering wheel angle and the first difference value are input into the first PID regulator, and the first feedback term is determined based on the feedback processing function of the first PID; the vehicle speed, the steering wheel angle and the first difference value are input into the first PID regulator, and the first error integral term is determined based on the error integral processing function of the first PID; the first yaw moment is determined based on the first feedforward term, the first feedback term and the first error integral term, and then the first yaw moment is taken as the target yaw moment.

[0110] Specifically, in the case of the curve state being the out-curve state, the first yaw moment is determined based on the ground friction parameter, the steering wheel angle, the vehicle speed and the first difference value by using the second PID regulator corresponding to the out-curve state, and the first yaw moment is taken as the target yaw moment.

[0111] It should be noted that the ground friction parameter and the steering wheel angle are input into the second PID regulator, and the second feedforward term is determined based on the feedforward processing function of the second PID; the vehicle speed, the steering wheel angle and the first difference value are input into the second PID regulator, and the second feedback term is determined based on the feedback processing function of the second PID; the vehicle speed, the steering wheel angle and the first difference value are input into the second PID regulator, and the second error integral term is determined based on the error integral processing function of the second PID; the first yaw moment is determined based on the second feedforward term, the second feedback term and the second error integral term, and then the first yaw moment is taken as the target yaw moment.

[0112] Specifically, in the case of the curve state being the in-curve state, the first yaw moment is determined based on the ground friction parameter, the steering wheel angle, the vehicle speed and the first difference value by using the third PID regulator corresponding to the in-curve state, and the first yaw moment is taken as the target yaw moment.

[0113] It should be noted that the ground friction parameter and the steering wheel angle are input into the third PID regulator, and the third feedforward term is determined based on the feedforward processing function of the third PID; the vehicle speed, the steering wheel angle and the first difference value are input into the third PID regulator, and the third feedback term is determined based on the feedback processing function of the third PID; the vehicle speed, the steering wheel angle and the first difference value are input into the third PID regulator, and the third error integral term is determined based on the error integral processing function of the third PID; the first yaw moment is determined based on the third feedforward term, the third feedback term and the third error integral term, and then the first yaw moment is taken as the target yaw moment.

[0114] It should be noted that in order to reduce the under-steering of the target vehicle while ensuring that the target vehicle does not over-steer, the PID regulator needs to exit control before the first yaw rate and the target yaw rate are completely equal.

[0115] In the embodiment of the present application, the process of correcting the initial yaw rate to obtain the target yaw rate includes: in the case that the driving state is the first state in the stable state, determining the initial yaw rate as the target yaw rate; in the case that the driving state is the second state in the stable state, obtaining the front wheel steering angle from the driving parameters in the target vehicle driving; and determining the target yaw rate based on the vehicle speed, the front wheel steering angle and the ground friction parameter.

[0116] In the embodiment of the present application, in the case that the driving state is the first state or the second state, the initial yaw rate can be corrected by the formula (15) to obtain the target yaw rate.

[0117]

[0118] In the embodiment of the present application, in the case that the value of the initial yaw rate is less than the critical parameter, the driving state is determined as the first state. Specifically, if the absolute value of the initial yaw rate is less than the ground adhesion critical parameter, i.e. the driving state is determined as the first state. At this time, the target yaw rate can be determined according to the upper half of the formula (15), i.e. the initial yaw rate is determined as the target yaw rate.

[0119] In the embodiment of the present application, in the case that the value of the initial yaw rate is greater than or equal to the critical parameter, the driving state is determined as the second state. Specifically, if the absolute value of the initial yaw rate is greater than or equal to the ground adhesion critical parameter, i.e. the driving state is determined as the second state. At this time, the front wheel steering angle can be obtained from the driving parameters in the target vehicle driving; and the target yaw rate is determined based on the vehicle speed, the front wheel steering angle and the ground friction parameter.

[0120] Specifically, the process of determining the target yaw rate based on the vehicle speed, the front wheel steering angle and the ground friction parameter includes: obtaining the target coefficient; and determining the target yaw rate according to the target coefficient, the gravitational acceleration, the vehicle speed, the front wheel steering angle and the ground friction parameter.

[0121] It should be noted that the manner of determining the target yaw rate based on the target coefficient λ, the gravitational acceleration g, the vehicle speed v x , the front wheel steering angle δ f and the ground friction parameter μ is shown in the lower half of the formula (15): first, sgn(δ f ) is determined, then the product of the target coefficient λ, the gravitational acceleration g and the ground friction parameter μ is determined, the quotient of the product and sgn(δ f ) is determined, and thus the target yaw rate is obtained.

[0122] In the embodiment of the present application, the process that the vehicle torque determination apparatus obtains the first yaw rate of the target vehicle comprises: determining the delay time of the target yaw rate according to the vehicle speed when the target vehicle is running; and obtaining the first yaw rate of the target vehicle when the delay time arrives.

[0123] In the embodiment of the present application, because the target vehicle has a dynamic lag characteristic in yaw, the input vibration frequency of the shock absorber at high speed increases, the damping becomes larger, and the tire side slip is more quickly transmitted to the vehicle body. Therefore, the damping of the suspension is large at high speed and small at low speed. Thus, it can be determined that the yaw rate response of the vehicle at high speed is faster. Based on this, in order to control the initial yaw rate in control, the torque vectoring function needs to delay the target yaw rate, and the delay time is set as a function of the vehicle speed (i.e., the vehicle torque determination apparatus is provided with a function relationship between a preset vehicle speed and a preset delay time). In the embodiment of the present application, the corresponding delay time can be determined based on the function relationship and the vehicle speed.

[0124] It should be noted that for the vehicle with an active suspension, because the suspension damping coefficient can be obtained, the delay time can introduce the damping factor, and the delay time is shortened when the damping is larger. The delay time is determined by the damping and the vehicle speed.

[0125] It should be noted that the delay time can be 10 seconds, the delay time can also be 1 minute, and the delay time can also be other time lengths. The specific time length of the delay time can be determined according to actual conditions, and the embodiment of the present application does not limit this.

[0126] In the embodiment of the present application, the target vehicle is provided with a sensor. If the delay time is 10 seconds, the first yaw rate of the target vehicle is collected by the sensor after 10 seconds. If the delay time is 1 minute, the first yaw rate of the target vehicle is collected by the sensor after 1 minute.

[0127] In the embodiment of the present application, the process that the vehicle torque determination apparatus determines the target yaw torque based on the second mode comprises: determining a target center of mass side slip angle based on a ground friction parameter; obtaining a first center of mass side slip angle of the target vehicle at the current time; determining a second difference between the first center of mass side slip angle and the target center of mass side slip angle; determining a curve state in which the target vehicle runs in a case where the value of the first center of mass side slip angle is greater than the value of the target center of mass side slip angle; and determining the target yaw torque based on the curve state, the ground friction parameter, the first center of mass side slip angle, and the second difference by using a PID regulator.

[0128] In the embodiment of the present application, the way of determining the target center of mass side slip angle based on the ground friction parameter is shown in formula (16):

[0129] β TH = tan -1(0.02 μg) (16)

[0130] It should be noted that μ is the ground friction parameter, g is the acceleration of gravity, β TH is the target mass center side slip angle.

[0131] For example, when the ground friction parameter μ = 0.9, the upper limit value of the target mass center side slip angle is 10°, and when the ground friction parameter μ = 0.35, the upper limit value of the target mass center side slip angle is 4°. This is approximately equal to the ideal limit of the side slip angle on dry road and snow-covered road, respectively, and it is generally believed that when the mass center side slip angle of a vehicle is greater than the limit, the driver will lose control of the vehicle.

[0132] In the embodiment of the present application, the target vehicle is provided with a mass center side slip angle detection sensor, and the first mass center side slip angle of the target vehicle at the current time can be detected by using the mass center side slip angle detection sensor, so as to obtain the first mass center side slip angle of the target vehicle at the current time. The first mass center side slip angle of the target vehicle at the current time can also be determined by using other methods, so as to obtain the first mass center side slip angle of the target vehicle at the current time; the specific method of obtaining the first mass center side slip angle of the target vehicle at the current time can be determined according to actual conditions, and the embodiment of the present application does not limit this.

[0133] In the embodiment of the present application, the process of determining the second difference between the first mass center side slip angle and the target mass center side slip angle includes subtracting the target mass center side slip angle from the first mass center side slip angle to obtain the second difference; or subtracting the first mass center side slip angle from the target mass center side slip angle to obtain the second difference; the specific implementation can be determined according to actual conditions, and the embodiment of the present application does not limit this.

[0134] In the embodiment of the present application, the value of the first mass center side slip angle is greater than the value of the target mass center side slip angle, including that the absolute value of the first mass center side slip angle is greater than the absolute value of the target mass center side slip angle.

[0135] In the embodiment of the present application, in the case that the value of the first mass center side slip angle is greater than the value of the target mass center side slip angle, the PID regulator is activated, so as to determine the target yaw moment based on the curve state, the ground friction parameter, the first mass center side slip angle and the second difference by using the PID regulator.

[0136] Specifically, in the case that the curve state is the entry curve state, the first PID regulator corresponding to the entry curve state is used to determine the target yaw moment based on the ground friction parameter, the first mass center side slip angle and the second difference.

[0137] It should be noted that the ground friction parameter and the first mass center side slip angle are input into the first PID regulator, and the first feedforward term is determined based on the feedforward processing function of the first PID; the second difference value is input into the first PID regulator, and the first feedback term is determined based on the feedback processing function of the first PID; the second difference value is input into the first PID regulator, and the first error integral term is determined based on the error integral processing function of the first PID; and the target yaw torque is determined based on the first feedforward term, the first feedback term and the first error integral term.

[0138] Specifically, in the case of the curve state being the out-curve state, the second PID regulator corresponding to the out-curve state is used to determine the target yaw torque based on the ground friction parameter, the first mass center side slip angle and the first difference value.

[0139] It should be noted that the ground friction parameter and the first mass center side slip angle are input into the second PID regulator, and the second feedforward term is determined based on the feedforward processing function of the second PID; the second difference value is input into the second PID regulator, and the second feedback term is determined based on the feedback processing function of the second PID; the second difference value is input into the second PID regulator, and the second error integral term is determined based on the error integral processing function of the second PID; and the target yaw torque is determined based on the second feedforward term, the second feedback term and the second error integral term.

[0140] Specifically, in the case of the curve state being the in-curve state, the third PID regulator corresponding to the in-curve state is used to determine the target yaw torque based on the ground friction parameter, the first mass center side slip angle and the first difference value.

[0141] It should be noted that the ground friction parameter and the first mass center side slip angle are input into the third PID regulator, and the third feedforward term is determined based on the feedforward processing function of the third PID; the second difference value is input into the third PID regulator, and the third feedback term is determined based on the feedback processing function of the third PID; the second difference value is input into the third PID regulator, and the third error integral term is determined based on the error integral processing function of the third PID; and the target yaw torque is determined based on the third feedforward term, the third feedback term and the third error integral term.

[0142] In the embodiment of the present application, after the vehicle torque determination device obtains the first mass center side slip angle of the target vehicle at the current time, in the case that the value of the first mass center side slip angle is less than or equal to the value of the target mass center side slip angle, the second yaw torque is determined by using the PID regulator based on the curve state, the ground friction parameter, the first mass center side slip angle and the second difference value; the first yaw torque and the preset adjustment parameter are obtained; the target adjustment coefficient is determined based on the preset adjustment parameter, the first mass center side slip angle and the target mass center side slip angle; and the target yaw torque is determined based on the target adjustment coefficient, the first yaw torque and the second yaw torque.

[0143] It should be noted that, in the case that the current state of the target vehicle is determined to be the unstable state, and the last state of the target vehicle before the current state is the first state (the target vehicle is in a stable state with sufficient ground adhesion) or the second state (the target vehicle is in a stable state with insufficient ground adhesion), in order to ensure smooth transition of the yaw moment in the unstable state and the yaw moment in the first state or the second state, it is necessary to perform smooth transition on the first yaw moment in the first state or the second state and the second yaw moment in the unstable state based on the target adjustment coefficient, so as to determine the target yaw moment in the transition period. Specifically, the first yaw moment and a preset adjustment parameter can be obtained first; then the target adjustment coefficient is determined based on the preset adjustment parameter, the first mass center side slip angle and the target mass center side slip angle; and the target yaw moment is determined based on the target adjustment coefficient, the first yaw moment and the second yaw moment.

[0144] It should be noted that the preset adjustment parameter can be a value transmitted to the vehicle torque determination device by other equipment, or a value configured in the vehicle torque determination device, or a value obtained by the vehicle torque determination device through other means. The specific way in which the vehicle torque determination device obtains the preset adjustment parameter can be determined according to actual conditions, and the present application embodiment does not limit this.

[0145] In the present application embodiment, the target adjustment coefficient ρ1 is determined based on the preset adjustment parameter ρ2, the first mass center side slip angle β and the target mass center side slip angle β TH , and the specific way is as shown in formula (17):

[0146] Inρ1=-ρ2(|β|-|β TH |) (17)

[0147] In the present application embodiment, the target yaw moment M z,ψ is determined based on the target adjustment coefficient ρ1, the first yaw moment M z,β and the second yaw moment M z,tot , and the specific way is as shown in formula (18):

[0148] M z,tot =ρ1(M z,ψ -M z,β )+M z,β (18)

[0149] In this embodiment, the method of determining the second yaw torque using a PID controller based on the cornering state, ground friction parameters, first center of gravity sideslip angle, and second difference is the same as the method of determining the target yaw torque using a PID controller based on the cornering state, ground friction parameters, first center of gravity sideslip angle, and second difference. For details, please refer to the implementation method of determining the target yaw torque using a PID controller based on the cornering state, ground friction parameters, first center of gravity sideslip angle, and second difference.

[0150] After completing step S104, the vehicle torque determining device will control the target vehicle based on the target yaw torque determined in step S104. Specifically: the vehicle torque determining device obtains the wheel radius and track width from the vehicle information; determines the adjustment torque based on the wheel radius, track width, and target yaw torque; obtains the current torque of each wheel in the target vehicle; adjusts the current torque based on the adjustment torque to obtain the adjusted torque; and controls the target vehicle using the adjusted torque.

[0151] In this embodiment of the application, based on the wheel radius r w Wheelbase d and target yaw torque M z,tot Determine the adjustment torque △T LR The method is as shown in formula (19):

[0152]

[0153] In this embodiment, the current torque of each wheel in the target vehicle can be obtained using sensors, or it can be obtained in other ways; the specific method of obtaining the current torque of each wheel in the target vehicle can be determined according to the actual situation, and this embodiment does not limit it.

[0154] In this embodiment of the application, the current torque is adjusted based on the adjusted torque to obtain the adjusted torque in the manner shown in formula (20):

[0155] T w,l =T wl,ref -△T LR (20)

[0156] T w,r =T wr,ref +△T LR

[0157] It should be noted that T wl,ref The required torque for the left (front or rear) motor before the vectoring function position (i.e., the current torque of the target vehicle's left front or left rear wheel); T wr,refT is the required torque for the right side (front or rear) motor before the vector distribution function is active (i.e. the current torque of the right front or right rear wheel of the target vehicle); T w,l and T w,r may be reduced to negative values as long as they are limited by the drive wheel slip control limit torque limit (the adjusted torque of each wheel in the target vehicle).

[0158] In the embodiments of the present application, the transfer method of the excess torque on the left and right sides in different structures includes a front axle without a motor + rear axle two-wheel independent drive vehicle, a front axle single motor + rear axle two-wheel independent drive vehicle, and a front axle two-wheel independent drive vehicle + rear axle two-wheel independent drive vehicle.

[0159] Specifically, for the front axle without a motor + rear axle two-wheel independent drive vehicle, if the vehicle turns left and the vector distribution function needs to be activated, the right rear side motor required torque T w,r needs to be added to the right rear wheel until the right rear side motor capacity upper limit is reached. If the upper limit is exceeded, the excess torque amount needs to be transferred to the left rear side motor, i.e. the left rear side motor required torque T w,l needs to be further reduced until the left rear side motor capacity lower limit is reached. T w,l may be reduced to negative values as long as it is limited by the drive wheel slip control limit torque limit. At the same time, the last side required torque T w,l needs to be added to the left rear side motor until the left side motor capacity lower limit is reached, and if the lower limit is exceeded, the excess torque amount needs to be transferred to the right side T w,r , i.e. T w,r needs to further increase the torque value until the right side motor capacity upper limit is reached. If this causes the rear axle required torque to exceed the required torque allocated to the rear axle by the function, the excess torque will be abandoned.

[0160] Specifically, for the front axle single motor + rear axle two-wheel independent drive vehicle, if the vehicle turns left and the vector distribution function needs to be activated, the right rear side motor required torque T w,r needs to be added to the right rear wheel until the right rear side motor capacity upper limit is reached. If the upper limit is exceeded, the excess torque amount needs to be transferred to the left rear side motor, i.e. the left rear side motor required torque T w,l needs to be further reduced until the left rear side motor capacity lower limit is reached. T w,l may be reduced to negative values as long as it is limited by the drive wheel slip control limit torque limit. At the same time, the last side required torque T w,l needs to be added to the left rear side motor until the left side motor capacity lower limit is reached, and if the lower limit is exceeded, the excess torque amount needs to be transferred to the right side T w,r , i.e. T w,rThe torque value needs to be further increased until the right motor reaches its maximum capacity. If this results in the rear axle requiring more torque than the function allocates to it, the front axle requiring torque needs to be reduced to meet the driver's torque needs.

[0161] Specifically, for a vehicle with two independent front-axle drive and two independent rear-axle drive, the saturation of each of the four wheels can be calculated separately based on the ground adhesion coefficient and slip ratio, giving a torque limit value for each wheel. Then, the sum of the limits for the two front and rear wheels on the left side, and the sum of the limits for the two front and rear wheels on the right side, are obtained separately. It is necessary to ensure that T... w,r and T w,l Within the limits on the left and right sides.

[0162] When the vehicle turns left, the right motor requires torque T. w,r Half of the torque needs to be added to the two right-side wheels until the maximum capacity of the right rear motor is reached. If the maximum capacity is exceeded, the excess torque needs to be transferred to the two left-side motors, i.e., the torque T required by the two left-side motors. w,l It needs to be reduced further until the left motor's capacity reaches its lower limit. w,l It can be reduced to a negative value until it exceeds the slip ratio limit. Meanwhile, the required torque T on the left side... w,l The torque needs to be added to the two left motors until the left motor's capacity or slip ratio reaches its lower limit. If it exceeds the lower limit, the excess torque needs to be transferred to the right motor (T). w,r That is, T w,r The torque value needs to be further increased until the right motor reaches its maximum capacity.

[0163] In this embodiment, under low-speed conditions, the torque vector control function can appropriately adjust the speed difference between the inner and outer wheels to reduce the turning radius. During cornering, the torque on the outer wheel increases while the torque on the inner wheel decreases, actively generating yaw moment to suppress understeer or oversteer, thus improving cornering and lane-changing stability and handling. On slippery or rough surfaces, the system adjusts torque distribution in real time to maintain tire grip and reduce the risk of loss of control.

[0164] For example, such as Figure 3 As shown: the initial yaw rate ψ can be determined first. des Then, the initial yaw rate is corrected (either based on the road adhesion coefficient or the operating condition) to obtain the target yaw rate; then, the first yaw torque M is determined based on the target yaw rate. z,ψ Determine the target centroid sideslip angle β TH The second yaw torque M is determined based on the target centroid sideslip angle. z,β The target yaw moment M is determined based on the first yaw torque and the second yaw torque. z,tot Determine the adjustment torque △TLR ; control the target vehicle according to the target yaw moment and the adjustment torque.

[0165] Specifically, the initial yaw angular velocity can be determined based on the driving parameter and the vehicle information. The way of correcting the initial yaw angular velocity based on the road adhesion coefficient includes: in the case that the driving state is the first state, determining the initial initial yaw angular velocity as the target yaw angular velocity. The way of correcting the initial yaw angular velocity based on the working condition includes: in the case that the driving state is the second state, obtaining the front wheel steering angle from the driving parameter when the target vehicle is driving; determining the target yaw angular velocity based on the vehicle speed, the front wheel steering angle and the ground friction parameter. The way of determining the first yaw torque based on the target yaw angular velocity includes: determining the first yaw torque based on the curve state, the ground friction parameter, the steering wheel angle, the vehicle speed and the first difference value by using the PID regulator. The target center side slip angle can be determined based on the ground friction parameter. The way of determining the second yaw torque based on the target center side slip angle includes: determining the second yaw torque based on the curve state, the ground friction parameter, the first center side slip angle and the second difference value by using the PID regulator. The way of determining the target yaw moment based on the first yaw torque and the second yaw torque includes: determining the target yaw torque based on the target adjustment coefficient, the first yaw torque and the second yaw torque. The adjustment torque can be determined based on the wheel radius, the track and the target yaw torque. The way of controlling the target vehicle according to the target yaw moment and the adjustment torque includes: obtaining the current torque of each wheel in the target vehicle; adjusting the current torque based on the adjustment torque to obtain the adjusted torque; and controlling the target vehicle by using the adjusted torque.

[0166] Based on the same inventive concept as the above vehicle torque determination method, the embodiments of the present application provide a vehicle torque determination device 1, which corresponds to a vehicle torque determination method. Figure 4 The composition structure of a vehicle torque determination device provided by the embodiments of the present application is shown in the figure Figure 1 The vehicle torque determination device 1 can include:

[0167] A determination unit 11 is configured to determine the driving state of the target vehicle when the target vehicle is driving; the driving state includes an unstable state and a stable state; determine a torque control mode corresponding to the driving state; and determine the target yaw torque of the target vehicle based on the torque control mode.

[0168] In some embodiments of the present application, the device further includes an acquisition unit.

[0169] The acquisition unit is configured to acquire the steering wheel angle and the vehicle speed of the target vehicle when the target vehicle is driving.

[0170] The determining unit 11 is configured to determine that the driving state is a stable state when the steering wheel angle is greater than a preset angle and the vehicle speed is greater than a preset vehicle speed; and determine that the driving state is a stable state when the steering wheel angle is less than or equal to the preset angle or the vehicle speed is less than or equal to the preset vehicle speed.

[0171] In some embodiments of the present application, the obtaining unit is configured to obtain a driving parameter, a ground friction parameter and vehicle information when the target vehicle is driving.

[0172] The determining unit 11 is configured to determine a ground adhesion critical parameter based on the ground friction parameter, determine an initial yaw rate based on the driving parameter and the vehicle information, determine that the driving state is a first state when the value of the initial yaw rate is less than the critical parameter, the first state being a stable state in which the target vehicle is in sufficient ground adhesion, determine that the driving state is a second state when the value of the initial yaw rate is greater than or equal to the critical parameter, the second state being a stable state in which the target vehicle is in insufficient ground adhesion, and determine the first state or the second state as the stable state.

[0173] In some embodiments of the present application, the determining unit 11 is configured to determine that the torque control mode is a first mode when the driving state is the stable state, and determine that the torque control mode is a second mode when the driving state is an unstable state.

[0174] Correspondingly, the determining unit 11 is configured to determine the target yaw torque based on the first mode or determine the target yaw torque based on the second mode.

[0175] In some embodiments of the present application, the device further comprises a correcting unit.

[0176] The correcting unit is configured to correct an initial yaw rate to obtain a target yaw rate.

[0177] The obtaining unit is configured to obtain a first yaw rate of the target vehicle.

[0178] The determining unit 11 is configured to determine a curve state in which the target vehicle is driving when a first difference between the first yaw rate and the target yaw rate is greater than a first preset difference, the curve state including an entry curve state, an exit curve state and a curve-in state, and determine a first yaw torque based on the curve state, a ground friction parameter, a steering wheel angle, a vehicle speed when the target vehicle is driving and the first difference by using a PID regulator, and use the first yaw torque as the target yaw torque.

[0179] In some embodiments of the present application, the determining unit 11 is configured to determine the initial yaw rate as the target yaw rate when the driving state is a first state in the stable state; and determine the target yaw rate based on the vehicle speed, the front wheel steering angle and a ground friction parameter.

[0180] The obtaining unit is configured to obtain the front wheel steering angle from the driving parameters of the target vehicle driving when the driving state is a second state in the stable state.

[0181] In some embodiments of the present application, the determining unit 11 is configured to determine a delay time of the target yaw rate according to the vehicle speed of the target vehicle driving;

[0182] The obtaining unit is configured to obtain a first yaw rate of the target vehicle when the delay time arrives.

[0183] In some embodiments of the present application, the determining unit 11 is configured to determine a target side slip angle of a center of mass based on a ground friction parameter; determine a second difference between the first side slip angle of the center of mass and the target side slip angle of the center of mass; determine a curve state of the target vehicle driving when the value of the first side slip angle of the center of mass is greater than the value of the target side slip angle of the center of mass; and determine the target yaw moment based on the curve state, the ground friction parameter, the first side slip angle of the center of mass and the second difference by using a PID regulator.

[0184] The obtaining unit is configured to obtain the first side slip angle of the center of mass of the target vehicle at the current time.

[0185] In some embodiments of the present application, the determining unit 11 is configured to determine a second yaw moment based on the curve state, the ground friction parameter, the first side slip angle of the center of mass and the second difference by using a PID regulator when the value of the first side slip angle of the center of mass is less than or equal to the value of the target side slip angle of the center of mass; determine a target adjustment coefficient based on the preset adjustment parameter, the first side slip angle of the center of mass and the target side slip angle of the center of mass; and determine the target yaw moment based on the target adjustment coefficient, the first yaw moment and the second yaw moment.

[0186] The obtaining unit is configured to obtain the first yaw moment and the preset adjustment parameter.

[0187] In some embodiments of the present application, the device further comprises an adjusting unit and a control unit.

[0188] The obtaining unit is configured to obtain a wheel radius and a track from vehicle information; and obtain a current torque of each wheel of the target vehicle.

[0189] The determining unit 11 is configured to determine an adjustment torque based on the wheel radius, the track and the target yaw torque.

[0190] The adjusting unit is configured to adjust the current torque based on the adjustment torque to obtain an adjusted torque.

[0191] The control unit is configured to control the target vehicle by using the adjusted torque.

[0192] It should be noted that in actual applications, the determining unit 11 can be implemented by a processor 21 on an electronic device, specifically, a CPU (Central Processing Unit), an MPU (Microprocessor Unit), a DSP (Digital Signal Processing) or an FPGA (Field Programmable Gate Array) and the like; and the data storage can be implemented by a memory 22 on the electronic device.

[0193] The embodiments of the present application also provide an electronic device, as shown in the accompanying drawings. Figure 5 The electronic device includes a processor 21, a memory 22 and a communication bus 23, the memory 22 communicates with the processor 21 through the communication bus 23, and the memory 22 stores programs executable by the processor 21, when the programs are executed, the vehicle torque determination method as described above is executed by the processor 21.

[0194] In actual applications, the memory 22 can be a volatile memory such as a RAM (Random-Access Memory), or a non-volatile memory such as a ROM (Read-Only Memory), a flash memory, a HDD (Hard Disk Drive) or a SSD (Solid-State Drive), or a combination of the above kinds of memories, and provides instructions and data to the processor 21.

[0195] The embodiments of the present application provide a computer readable storage medium having a computer program thereon, the program is executed by the processor 21 to implement the vehicle torque determination method as described above.

[0196] Exemplarily, the embodiment of the present application further provides a computer program product, comprising a computer program, which can be executed by the processor 21 in the electronic device to complete the steps of the aforementioned vehicle torque determination method.

[0197] It can be understood that the vehicle torque determination apparatus determines whether the driving state of the target vehicle is the unstable state or the stable state, and then determines the corresponding torque control mode based on the driving state, so as to determine the target yaw torque of the target vehicle by using the torque determination mode corresponding to the driving state. Since the target yaw torque is determined by the torque control mode corresponding to the driving state of the target vehicle, the target yaw torque is the yaw torque matched with the driving state of the target vehicle, that is, the accuracy of determining the target yaw torque is improved.

[0198] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a system, or a computer program product. Therefore, the present application can be in the form of a hardware embodiment, a software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present application can be in the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage and optical storage, etc.) containing computer-usable program code.

[0199] The present application is described with reference to the flowcharts and / or block diagrams according to the embodiments of the present application. It should be understood that each flow and / or block in the flowcharts and / or block diagrams, and the combination of the flows and / or blocks in the flowcharts and / or block diagrams can be implemented by computer program instructions. These computer program instructions can be provided to a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to produce a machine, so that the instructions executed by the computer or other programmable data processing devices produce a device implemented in the flowcharts and / or block diagrams. Figure 1 The function specified in one or more flows and / or blocks Figure 1 The device that implements the function specified in one or more flows and / or blocks.

[0200] These computer program instructions can also be stored in a computer-readable memory capable of guiding the computer or other programmable data processing devices to work in a specific manner, so that the instructions stored in the computer-readable memory produce a manufactured product including instruction devices, which implement the flowcharts and / or block diagrams. Figure 1 The function specified in one or more flows and / or blocks Figure 1 The device that implements the function specified in one or more flows and / or blocks.

[0201] These computer program instructions can also be loaded into a computer or other programmable data processing devices, so that a series of operation steps are performed on the computer or other programmable devices to generate computer-implemented processes, thus the instructions executed on the computer or other programmable devices provide a process for implementing the functions specified in the flowchart Figure 1 one flow or multiple flows and / or blocks Figure 1 one block or multiple blocks.

[0202] The above descriptions are only the preferred embodiments of the present application, not intended to limit the protection scope of the present application.

Claims

1. A method for determining vehicle torque, characterized in that, The method includes: Determine the driving state of the target vehicle while it is in motion; the driving state includes an unstable state and a stable state. Determine the torque control method corresponding to the driving state; The target yaw torque of the target vehicle is determined based on the torque control method described above.

2. The method according to claim 1, characterized in that, Determining the driving status of the target vehicle while it is in motion includes: Obtain the steering wheel angle and vehicle speed of the target vehicle while it is in motion; If the steering wheel angle is greater than a preset angle and the vehicle speed is greater than a preset speed, the driving state is determined to be an unstable state. When the steering wheel angle is less than or equal to the preset angle or the vehicle speed is less than or equal to the preset speed, the driving state is determined to be a stable state.

3. The method according to claim 2, characterized in that, Determining the driving state as a stable state includes: Acquire the driving parameters, ground friction parameters, and vehicle information of the target vehicle during its operation; The ground adhesion critical parameters are determined based on the ground friction parameters; and the initial yaw rate is determined based on the driving parameters and the vehicle information. If the initial yaw rate is less than the critical parameter, the driving state is determined to be the first state; the first state is when the target vehicle is in a stable state with sufficient ground adhesion. If the value of the initial yaw rate is greater than or equal to the critical parameter, the driving state is determined to be the second state; the second state is a stable state in which the target vehicle has insufficient ground adhesion. The first state or the second state is determined as the stable state.

4. The method according to claim 1, characterized in that, The determination of the torque control method corresponding to the driving state includes: When the driving state is the stable state, the torque control mode is determined to be the first mode; When the driving state is unstable, the torque control method is determined to be the second method; Accordingly, determining the target yaw torque of the target vehicle based on the torque control method includes: The target yaw torque is determined based on the first method; Alternatively, the target yaw torque may be determined based on the second method.

5. The method according to claim 4, characterized in that, Determining the target yaw torque based on the first method includes: The initial yaw rate is corrected to obtain the target yaw rate; Obtain the first yaw rate of the target vehicle; If the first difference between the first yaw rate and the target yaw rate is greater than a first preset difference, the curve state of the target vehicle is determined; the curve state includes the entry state, the exit state, and the state in the curve; The first yaw torque is determined by using a PID controller based on the curve state, ground friction parameters, steering wheel angle, vehicle speed of the target vehicle, and the first difference, and the first yaw torque is used as the target yaw torque.

6. The method according to claim 5, characterized in that, The step of correcting the initial yaw rate to obtain the target yaw rate includes: When the driving state is the first state in the stable state, the initial yaw rate is determined as the target yaw rate; When the driving state is the second state in the stable state, the front wheel angle is obtained from the driving parameters of the target vehicle when it is driving; The target yaw rate is determined based on the vehicle speed, the front wheel angle, and the ground friction parameters.

7. The method according to claim 5, characterized in that, The step of obtaining the first yaw rate of the target vehicle includes: The delay time for determining the target yaw rate is determined based on the vehicle speed of the target vehicle. Obtain the first yaw rate of the target vehicle when the delay time arrives.

8. The method according to claim 4, characterized in that, Determining the target yaw torque based on the second method includes: Determine the target centroid sideslip angle based on ground friction parameters; Obtain the first sideslip angle of the target vehicle at the current moment; Determine a second difference between the first centroid sideslip angle and the target centroid sideslip angle; If the value of the first centroid sideslip angle is greater than the value of the target centroid sideslip angle, the curve state of the target vehicle is determined. The target yaw torque is determined using a PID controller based on the curve condition, ground friction parameters, first center of gravity sideslip angle, and second difference.

9. The method according to claim 8, characterized in that, After obtaining the first sideslip angle of the target vehicle at the current moment, the method further includes: When the value of the first center of gravity sideslip angle is less than or equal to the value of the target center of gravity sideslip angle, the second yaw torque is determined by the PID controller based on the curve state, ground friction parameters, the first center of gravity sideslip angle and the second difference. Obtain the first yaw torque and preset adjustment parameters; Based on the preset adjustment parameters, the first centroid sideslip angle, and the target centroid sideslip angle, the target adjustment coefficient is determined; The target yaw torque is determined based on the target adjustment coefficient, the first yaw torque, and the second yaw torque.

10. The method according to claim 1, characterized in that, After determining the target yaw torque of the target vehicle based on the torque control method, the method further includes: Obtain the wheel radius and track width from the vehicle information; The adjustment torque is determined based on the wheel radius, the wheel track, and the target yaw torque; Obtain the current torque of each wheel in the target vehicle; Adjust the current torque based on the adjusted torque to obtain the adjusted torque; The target vehicle is controlled using the adjusted torque.

11. A vehicle torque determining device, characterized in that, The vehicle torque determination device includes: A determining unit is used to determine the driving state of a target vehicle while it is in motion; the driving state includes an unstable state and a stable state; determine the torque control mode corresponding to the driving state; and determine the target yaw torque of the target vehicle based on the torque control mode.

Images