Vehicle control method

Abstract

This application relates to a vehicle control method. The method includes: when the vehicle is in an anti-motion sickness mode, determining the vehicle's driving information, including lateral acceleration; if the vehicle meets torque control activation conditions based on the lateral acceleration, determining a control torque that matches the lateral acceleration and the rate of change of the vehicle's lateral acceleration; determining a required wheel-side torque that matches the anti-motion sickness mode; and determining a target torque based on the control torque and the required wheel-side torque, so as to control the vehicle's movement according to the target torque. This method helps alleviate motion sickness and improve passenger comfort.

Description

Technical Field

[0001] This application relates to the field of vehicle driving technology, and in particular to a vehicle control method. Background Technology

[0002] New energy vehicles, thanks to the superior responsiveness of their electric motors, achieve acceleration and energy recovery efficiency far exceeding that of traditional gasoline-powered vehicles. However, this technological advantage brings significant challenges to ride comfort, namely, a greater prevalence of motion sickness among passengers. This is because the response of driving torque and regenerative torque in new energy vehicles is much faster than in gasoline-powered vehicles, resulting in a significantly stronger push-back feeling during acceleration and a pulling sensation during deceleration, thus making motion sickness more common.

[0003] In existing technologies, the range and rate of change of output torque can be directly limited to reduce the amplitude and rate of change of longitudinal acceleration, thereby alleviating motion sickness.

[0004] However, the above methods have limited effectiveness in reducing lateral motion sickness when lateral acceleration changes rapidly, such as when the vehicle is turning. Summary of the Invention

[0005] Therefore, it is necessary to provide a vehicle control method that helps alleviate motion sickness and improve passenger comfort, addressing the aforementioned technical problems.

[0006] In a first aspect, this application provides a vehicle control method, including:

[0007] When the vehicle is in anti-motion sickness mode, determine the vehicle's driving information, which includes lateral acceleration;

[0008] If the vehicle meets the torque control activation condition based on the lateral acceleration, a control torque that matches the lateral acceleration and the rate of change of the vehicle's lateral acceleration is determined.

[0009] Determine the required wheel-side torque to match the anti-motion sickness mode;

[0010] The target torque is determined based on the control torque and the required wheel-side torque, so as to control the vehicle to drive according to the target torque.

[0011] In one embodiment, the driving information includes vehicle speed; determining the control torque that matches the lateral acceleration and the rate of change of the vehicle's lateral acceleration includes:

[0012] In response to an input event or selection event for the anti-motion sickness intensity, determine the range of anti-motion sickness coefficients corresponding to the anti-motion sickness intensity;

[0013] Based on the vehicle speed, determine the anti-motion sickness gain coefficient corresponding to the vehicle from the range of anti-motion sickness coefficients;

[0014] Determine the turning state represented by the vehicle's direction of travel and the numerical change in the lateral acceleration;

[0015] The turning state, the anti-motion sickness gain coefficient, and the lateral acceleration change rate are matched with a preset mapping relationship between the turning state, the anti-motion sickness gain coefficient, the lateral acceleration change rate, and the control torque to obtain the control torque of the vehicle in the turning state.

[0016] In one embodiment, matching the turning state, the anti-motion sickness gain coefficient, and the lateral acceleration change rate with a preset mapping relationship between the turning state, the anti-motion sickness gain coefficient, the lateral acceleration change rate, and the control torque to obtain the control torque of the vehicle in the turning state includes:

[0017] If the vehicle's driving direction changes within a preset time period, and the absolute value of the lateral acceleration change rate is greater than a preset change rate threshold, the opposite number of the control torque that matches the turning state, the anti-motion sickness gain coefficient, and the lateral acceleration change rate in the mapping relationship is determined as the control torque of the vehicle in the turning state.

[0018] If the vehicle's direction of travel does not change within a preset time period, and / or the absolute value of the lateral acceleration change rate is less than or equal to a preset change rate threshold, the control torque that matches the turning state, the anti-motion sickness gain coefficient, and the lateral acceleration change rate in the mapping relationship is determined as the control torque of the vehicle in the turning state.

[0019] In one embodiment, determining the turning state characterized by the change in the vehicle's direction of travel and the numerical change in the lateral acceleration includes any one of the following:

[0020] First item:

[0021] When the vehicle is traveling in a counter-clockwise direction and the value of the lateral acceleration shows an upward trend, the vehicle's turning state is determined to be a turning state.

[0022] Second item:

[0023] When the vehicle is traveling in a clockwise direction and the value of the lateral acceleration shows a decreasing trend, the vehicle's turning state is determined to be entering a curve.

[0024] In one embodiment, determining the turning state characterized by the change in the vehicle's direction of travel and the numerical change in the lateral acceleration includes any one of the following:

[0025] First item:

[0026] If the vehicle is traveling in a counter-clockwise direction and the value of the lateral acceleration shows a decreasing trend, then the vehicle's turning state is determined to be an exiting-turn state.

[0027] Second item:

[0028] If the vehicle is traveling in a clockwise direction and the value of the lateral acceleration shows an upward trend, then the vehicle's turning state is determined to be an exiting-turn state.

[0029] In one embodiment, determining the target torque based on the control torque and the required wheel-side torque includes:

[0030] The driving information is analyzed to obtain the vehicle's braking torque and drag torque;

[0031] The control torque is adjusted based on the resistance torque, the braking torque, and the turning state of the vehicle to obtain the adjusted torque of the vehicle in the turning state;

[0032] The maximum value between the adjusted torque and the required wheel-side torque is determined as the target torque.

[0033] In one embodiment, the driving information further includes accelerator pedal opening; adjusting the control torque based on the resistance torque, the braking torque, and the vehicle's turning state to obtain the adjusted torque of the vehicle in the turning state includes:

[0034] When the turning state is the entry state and the accelerator pedal opening is less than the zero torque opening threshold, the torque obtained by subtracting the resistance torque and the braking torque from the control torque is determined as the adjusted torque of the vehicle in the entry state.

[0035] When the turning state is the exit state and the accelerator pedal opening is greater than the zero torque opening threshold, the torque obtained by adding the control torque, the resistance torque and the braking torque is determined as the adjusted torque of the vehicle in the exit state.

[0036] In one embodiment, the driving information further includes: accelerator pedal opening and vehicle speed; determining the required wheel-side torque to match the anti-motion sickness mode includes:

[0037] The motion sickness prevention mode, the accelerator pedal opening, and the vehicle speed are matched with the preset mapping relationship between the motion sickness prevention mode, the accelerator pedal opening, the vehicle speed, and the required wheel torque to obtain the required wheel torque.

[0038] In one embodiment, determining that the vehicle meets the torque control activation condition based on the lateral acceleration includes:

[0039] If the absolute value of the lateral acceleration is greater than a preset acceleration threshold for a duration longer than a set duration, and the absolute value of the lateral acceleration is not equal to 0, then the vehicle is determined to meet the torque control activation condition.

[0040] Secondly, this application provides a vehicle control device, the device comprising:

[0041] The acquisition module is used to determine the vehicle's driving information, including lateral acceleration, when the vehicle is in anti-motion sickness mode.

[0042] The determination module is used to determine a control torque that matches the lateral acceleration and the rate of change of the lateral acceleration of the vehicle, provided that the vehicle meets the torque control activation condition based on the lateral acceleration.

[0043] The analysis module is used to determine the required wheel-side torque to match the anti-motion sickness mode;

[0044] The processing module is used to determine a target torque based on the control torque and the required wheel-side torque, so as to control the vehicle to drive according to the target torque.

[0045] Thirdly, this application also provides a vehicle, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to perform the following steps:

[0046] When the vehicle is in anti-motion sickness mode, determine the vehicle's driving information, which includes lateral acceleration;

[0047] If the vehicle meets the torque control activation condition based on the lateral acceleration, a control torque that matches the lateral acceleration and the rate of change of the vehicle's lateral acceleration is determined.

[0048] Determine the required wheel-side torque to match the anti-motion sickness mode;

[0049] The target torque is determined based on the control torque and the required wheel-side torque, so as to control the vehicle to drive according to the target torque.

[0050] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, performs the following steps:

[0051] When the vehicle is in anti-motion sickness mode, determine the vehicle's driving information, which includes lateral acceleration;

[0052] If the vehicle meets the torque control activation condition based on the lateral acceleration, a control torque that matches the lateral acceleration and the rate of change of the vehicle's lateral acceleration is determined.

[0053] Determine the required wheel-side torque to match the anti-motion sickness mode;

[0054] The target torque is determined based on the control torque and the required wheel-side torque, so as to control the vehicle to drive according to the target torque.

[0055] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, performs the following steps:

[0056] When the vehicle is in anti-motion sickness mode, determine the vehicle's driving information, which includes lateral acceleration;

[0057] If the vehicle meets the torque control activation condition based on the lateral acceleration, a control torque that matches the lateral acceleration and the rate of change of the vehicle's lateral acceleration is determined.

[0058] Determine the required wheel-side torque to match the anti-motion sickness mode;

[0059] The target torque is determined based on the control torque and the required wheel-side torque, so as to control the vehicle to drive according to the target torque.

[0060] The aforementioned vehicle control method, when the vehicle is in anti-motion sickness mode, determines the vehicle's driving information, including lateral acceleration. Based on the lateral acceleration, it determines that the vehicle meets the torque control activation conditions. Then, it determines a control torque that matches the lateral acceleration and the rate of change of the vehicle's lateral acceleration, determines the required wheel-side torque that matches the anti-motion sickness mode, and determines a target torque based on the control torque and the required wheel-side torque, controlling the vehicle's movement according to the target torque. Therefore, this application, when the vehicle is in anti-motion sickness mode, achieves a balance between the anti-motion sickness goal and the driver's intentions by determining the required wheel-side torque that matches the anti-motion sickness mode, while ensuring the driver's driving intentions are met. Simultaneously, by real-time detection of the rate of change of lateral acceleration, it can intervene in vehicle control in advance when the vehicle's lateral acceleration changes rapidly. Furthermore, by determining the control torque that matches the lateral acceleration and the rate of change of the vehicle's lateral acceleration, and combining it with the required wheel-side torque to determine the target torque, the final target torque is obtained by considering the vehicle's lateral acceleration and the rate of change of lateral acceleration, which helps to alleviate motion sickness and improve vehicle ride comfort. Therefore, this application can achieve dynamic control of the vehicle by responding to the driver's driving and comfort needs. Attached Figure Description

[0061] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0062] Figure 1 This is a flowchart illustrating a vehicle control method in one embodiment;

[0063] Figure 2 This is a schematic diagram illustrating the mapping relationship between a preset anti-motion sickness mode, accelerator pedal opening, vehicle speed, and required wheel torque in one embodiment.

[0064] Figure 3 This is a flowchart illustrating the process of determining a control torque that matches the lateral acceleration and the rate of change of the vehicle's lateral acceleration in one embodiment.

[0065] Figure 4 This is a schematic diagram of the process for determining the target torque based on the control torque and the required wheel-side torque in one embodiment;

[0066] Figure 5 This is a flowchart illustrating the vehicle control method in another embodiment;

[0067] Figure 6This is a structural block diagram of a vehicle control device in one embodiment;

[0068] Figure 7 This is an internal structural diagram of a computer device in one embodiment;

[0069] Figure 8 This is a diagram of the internal structure of a computer device in another embodiment. Detailed Implementation

[0070] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0071] It should be noted that the terms "comprising" and "having," and any variations thereof, as used in this application, are intended to cover non-exclusive inclusion. The term "multiple" as used in this application refers to two or more. The term "and / or" as used in this application refers to one of the solutions, or any combination of multiple solutions.

[0072] The vehicle control method provided in this application embodiment can be applied to a vehicle controller. Specifically, when the vehicle is in anti-motion sickness mode, the controller determines the vehicle's driving information, including lateral acceleration. If the vehicle meets the torque control activation conditions based on the lateral acceleration, the controller determines a control torque that matches the lateral acceleration and the rate of change of the vehicle's lateral acceleration. It also determines the required wheel-side torque that matches the anti-motion sickness mode and, based on the control torque and the required wheel-side torque, determines a target torque to control the vehicle's movement according to the target torque.

[0073] In this context, the controller in a vehicle is a piece of hardware embedded within the vehicle. It senses the vehicle's status or the driver's intentions through sensors, performs decision calculations based on pre-set control algorithms and logic (software programs), and then issues commands to the actuators to achieve automated and precise control of a specific function or system of the vehicle. In optional embodiments, the controller may refer to an Electronic Control Unit (ECU).

[0074] In one embodiment, such as Figure 1 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:

[0075] S102, when the vehicle is in anti-motion sickness mode, determine the vehicle's driving information, including lateral acceleration.

[0076] In this embodiment, driving information refers to the sum of a series of parameter data generated by the vehicle during its movement, describing its instantaneous motion state and dynamic environment. For example, driving information includes, but is not limited to: vehicle speed, braking pressure, geometric attribute parameters, effective rolling radius and rolling resistance of each wheel, lateral acceleration, slope resistance, acceleration resistance and air resistance of the whole vehicle, accelerator pedal opening, etc.

[0077] The geometric parameters include the efficiency factor of the wheel brake and the effective radius of the wheel brake disc. The efficiency factor is a constant determined by the characteristics of the brake caliper and friction pads, representing the efficiency of converting hydraulic pressure into clamping force. The effective radius refers to the average distance from the point of application of the wheel's friction force to the wheel's center of rotation. The effective rolling radius refers to the radius of the ideal circle corresponding to the distance the vehicle travels on the road surface in one revolution of the wheel under ideal conditions of pure rolling (no slippage, no rotation), i.e., effective rolling radius = actual distance traveled by the vehicle / ( × Number of wheel rotations).

[0078] Rolling resistance refers to the resistance generated by internal friction and contact surface friction of the material when the wheel contacts and deforms with the ground. Air resistance refers to the resistance generated by the friction between the vehicle and the air during vehicle movement. Gradient resistance refers to the resistance generated by the component of gravity in the direction of travel (parallel to the slope) when the vehicle is traveling on a slope. Acceleration resistance, also known as inertial resistance, refers to the inertial force that needs to be overcome to cause the vehicle's mass to accelerate.

[0079] Anti-motion sickness mode refers to a mode that reduces motion sickness by altering the vehicle's control logic and parameters. For example, users can activate the anti-motion sickness mode via the in-vehicle display screen or through voice commands.

[0080] S104, based on the determination that the vehicle meets the torque control activation conditions according to the lateral acceleration, determines the control torque that matches the lateral acceleration and the rate of change of the vehicle's lateral acceleration.

[0081] The torque control activation condition refers to the triggering condition set to intervene in vehicle torque during cornering. In one possible implementation, the vehicle is determined to meet the torque control activation condition when the absolute value of lateral acceleration is greater than a preset acceleration threshold for a duration longer than a set duration, and the absolute value of lateral acceleration is not equal to 0. Therefore, by considering that the absolute value of lateral acceleration is not equal to 0, it can be determined that the vehicle may be cornering. Since the absolute value of lateral acceleration may also be non-cornering, by further setting the duration of the absolute value of lateral acceleration being greater than the preset acceleration threshold to be greater than a set duration, it is possible to accurately determine whether the vehicle is cornering. In other words, by setting two conditions, it is possible to accurately identify whether the vehicle is cornering. Thus, when controlling the vehicle by considering the rate of change of lateral acceleration during cornering, it can help reduce motion sickness during cornering and improve ride comfort during cornering.

[0082] In some embodiments, when the lateral acceleration signal of the vehicle is acquired based on an acceleration sensor, the lateral acceleration can be obtained by filtering the lateral acceleration signal. Therefore, the accuracy of the turning state determination can be improved when based on the filtered lateral acceleration.

[0083] Among them, the rate of change of lateral acceleration refers to the result of differentiating the lateral acceleration, and the control torque refers to the torque required to control the vehicle when the lateral acceleration changes rapidly.

[0084] S106, determine the required wheel-side torque to match the anti-motion sickness mode.

[0085] The required wheel-side torque refers to the torque that reflects the driver's driving needs. In one embodiment, driving information includes accelerator pedal opening and vehicle speed. Specifically, determining the required wheel-side torque that matches the anti-motion sickness mode includes: matching the anti-motion sickness mode, accelerator pedal opening, and vehicle speed with a preset mapping relationship between the anti-motion sickness mode, accelerator pedal opening, vehicle speed, and required wheel-side torque to obtain the required wheel-side torque that matches the anti-motion sickness mode.

[0086] The preset mapping relationship between anti-motion sickness mode, accelerator pedal opening, vehicle speed and required wheel torque is used to determine the required wheel torque that matches the anti-motion sickness mode in the turning state. The turning state includes entering and exiting a turn, so this mapping relationship is applicable to turning scenarios.

[0087] This involves pre-calibrating the optimal wheel-side torque required under different anti-motion sickness modes, accelerator pedal opening, and vehicle speeds through extensive simulations and real-vehicle tests, thus obtaining a pre-defined mapping relationship between the anti-motion sickness mode, accelerator pedal opening, vehicle speed, and required wheel-side torque. This mapping relationship varies depending on the vehicle model.

[0088] like Figure 2 The diagram illustrates the mapping relationship between a preset anti-motion sickness mode, accelerator pedal opening, vehicle speed, and required wheel-side torque. The horizontal axis represents vehicle speed in kilometers per hour (km / h), and the vertical axis represents required wheel-side torque in Newton-meters (N·m). Different line segments represent different accelerator pedal openings, such as 0, 20, 40, 60, 80, and 100, typically expressed as a percentage. Therefore, in actual vehicle driving scenarios, when the user has selected the anti-motion sickness mode, this mapping relationship allows for real-time searching of the matching required wheel-side torque, improving vehicle control efficiency.

[0089] Among them, Figure 2 In the diagram, the line segment indicating an accelerator pedal opening of 0 corresponds to the vehicle being in an energy recovery state, requiring negative wheel-side torque. For example, when the vehicle speed is below 30 km / h, the change in air resistance is not significant, while the vehicle speed is approaching a stop. Therefore, it is necessary to gradually increase the required wheel-side torque until the required wheel-side torque reaches 0, at which point the vehicle speed also reaches 0, preventing the vehicle from reversing. When the vehicle speed is above 30 km / h, the higher the speed, the greater the air resistance. To maintain consistent longitudinal acceleration, it is necessary to increase the required wheel-side torque to ensure stable vehicle operation.

[0090] S108 determines the target torque based on the control torque and the required wheel-side torque, so as to control the vehicle driving according to the target torque.

[0091] The method described in the above embodiments, when the vehicle is in anti-motion sickness mode, determines the vehicle's driving information, including lateral acceleration. Based on the lateral acceleration, if the vehicle meets the torque control activation conditions, a control torque matching the lateral acceleration and the rate of change of the vehicle's lateral acceleration is determined. A required wheel-side torque matching the anti-motion sickness mode is also determined. A target torque is determined based on the control torque and the required wheel-side torque, and the vehicle is controlled according to the target torque. Therefore, this application, when the vehicle is in anti-motion sickness mode, achieves a balance between the anti-motion sickness target and the driver's intentions by determining the required wheel-side torque matching the anti-motion sickness mode, while ensuring the driver's driving intentions are met. Simultaneously, by real-time detection of the rate of change of lateral acceleration, early intervention in vehicle control can be achieved when the vehicle's lateral acceleration changes rapidly. Furthermore, by determining the control torque matching the lateral acceleration and the rate of change of the vehicle's lateral acceleration, and combining it with the required wheel-side torque to determine the target torque, the final target torque is obtained by considering the vehicle's lateral acceleration and the rate of change of lateral acceleration, which helps to alleviate motion sickness and improve vehicle ride comfort. Therefore, this application can achieve dynamic control of the vehicle by responding to the driver's driving and comfort needs.

[0092] In one embodiment, such as Figure 3 The diagram illustrates a process for determining a control torque that matches the lateral acceleration and the rate of change of the vehicle's lateral acceleration. Taking the application of this method to a controller in a vehicle as an example, it may include the following steps:

[0093] S302, determine the turning state represented by the numerical changes in the vehicle's direction of travel and lateral acceleration, and the corresponding motion sickness prevention gain coefficient for the vehicle.

[0094] The vehicle's turning state is determined based on the changes in the vehicle's direction of travel and the value of its lateral acceleration. Specifically, the relationship between the vehicle's direction of travel and the sign of the lateral acceleration can be manually set. For example, it can be set that the sign of the lateral acceleration is positive when the vehicle's direction of travel is counterclockwise, or it can be set that the sign of the lateral acceleration is positive when the vehicle's direction of travel is clockwise. The specific form can be set based on the actual situation.

[0095] For example, in one possible implementation, determining the turning state represented by the changes in the vehicle's direction of travel and lateral acceleration includes: determining the vehicle's turning state as entering a curve when the vehicle's direction of travel is counterclockwise and the change in lateral acceleration shows an increasing trend; or, determining the vehicle's turning state as entering a curve when the vehicle's direction of travel is clockwise and the change in lateral acceleration shows a decreasing trend. Entering a curve refers to the state where the vehicle begins to turn from straight-line travel and enters a curve.

[0096] It's important to note that when the vehicle is traveling counter-clockwise, the sign of the lateral acceleration is positive; and when the value of the lateral acceleration is increasing, the sign of the rate of change of lateral acceleration is positive. For example, in a real-world driving scenario, if the vehicle is traveling counter-clockwise and the value of the lateral acceleration is increasing, it indicates that the vehicle is entering a curve. Similarly, when the vehicle is traveling clockwise, the sign of the lateral acceleration is negative, and when the value of the lateral acceleration is decreasing, the sign of the rate of change of lateral acceleration is negative.

[0097] As can be seen from the above, when the signs of the lateral acceleration and the rate of change of lateral acceleration are the same, the vehicle's turning state can be determined as entering a curve.

[0098] Another possible implementation involves determining the turning state as represented by the vehicle's direction of travel and the numerical change in lateral acceleration. This includes: if the vehicle's direction of travel is counter-clockwise and the numerical change in lateral acceleration shows a decreasing trend, the vehicle's turning state is determined to be exiting a curve. Alternatively, if the vehicle's direction of travel is clockwise and the numerical change in lateral acceleration shows an increasing trend, the vehicle's turning state is determined to be exiting a curve. In other words, the turning state is determined to be exiting a curve when the signs of the lateral acceleration and the rate of change of lateral acceleration are opposite. Exiting a curve refers to the state where the vehicle leaves the curve after passing the apex and returns to a straight section of road.

[0099] The anti-motion sickness gain coefficient refers to a coefficient set to prevent passengers from getting motion sickness while the vehicle is in motion. The anti-motion sickness gain coefficient is greater than 0. In one possible implementation, determining the anti-motion sickness gain coefficient corresponding to the vehicle includes: in response to an input event or selection event related to the intensity of the anti-motion sickness, determining a range of anti-motion sickness coefficients corresponding to the intensity of the anti-motion sickness; and determining the anti-motion sickness gain coefficient corresponding to the vehicle from the range of anti-motion sickness coefficients based on the vehicle speed.

[0100] In some situations, drivers can input or select the desired level of motion sickness prevention via the in-vehicle display screen. This allows drivers to manually determine the desired level of motion sickness prevention, thus improving the overall passenger experience.

[0101] The range of motion sickness resistance coefficients corresponding to the motion sickness resistance intensity can be obtained in advance through extensive simulation and real-vehicle testing. The motion sickness resistance intensity includes at least one level, each level corresponding to a range of motion sickness resistance coefficients. Each motion sickness resistance gain coefficient within this range is related to vehicle speed. Therefore, when the vehicle reaches a certain speed, the motion sickness resistance gain coefficient corresponding to that speed can meet the user's desired motion sickness resistance needs. Higher and larger levels of motion sickness resistance intensity, and larger motion sickness resistance gain coefficients, result in better motion sickness resistance. For example, the levels of motion sickness resistance intensity can include a first level (e.g., low), a second level (e.g., medium), and a third level (e.g., high), with progressively increasing motion sickness resistance. Other settings are also possible.

[0102] S304 matches the turning state, anti-motion sickness gain coefficient, and lateral acceleration change rate with the preset mapping relationship between the turning state, anti-motion sickness gain coefficient, lateral acceleration change rate, and control torque to obtain the control torque of the vehicle in the turning state.

[0103] Among them, the control torque used to alleviate motion sickness can be calibrated in advance through a large number of simulations and real vehicle tests under different turning states, lateral acceleration change rates and anti-motion sickness gain coefficients. Then, the mapping relationship between the preset turning state, anti-motion sickness gain coefficient, lateral acceleration change rate and control torque can be obtained.

[0104] In one possible implementation, the mapping relationship between the preset turning state, the anti-motion sickness gain coefficient, the rate of change of lateral acceleration, and the control torque satisfies:

[0105]

[0106] in, This indicates the control torque, and the unit is Newton-meter (N*m). It represents lateral acceleration, and the unit is meters per second squared (m / s²). It represents the rate of change of lateral acceleration, and the unit is meters per cubic second (m / s³). This represents the absolute value of the rate of change of lateral acceleration. sgn is the sign function. Used to characterize the vehicle's turning state; when the turning state is the entry into a curve, When the turning state is the exit state, . Used to determine the direction of the control torque. The gain coefficient for motion sickness prevention is used to characterize the control strength of the motion sickness prevention system. m represents the vehicle weight in kilograms (kg). R represents the vehicle tire radius in meters (m). It represents the rate of change of lateral inertial torque, and the unit is Newton-meters per second (N*m / s). The time constant of the first-order delay element represents the time delay characteristic from applying the control torque to the vehicle wheel end to the acceleration of the entire vehicle, and is expressed in seconds (s).

[0107] It should be noted that the lateral acceleration in the above mapping relationship can refer to the lateral acceleration obtained after filtering the lateral acceleration signal.

[0108] In one embodiment, if the vehicle's direction of travel changes within a preset time period, and the absolute value of the lateral acceleration change rate is greater than a preset change rate threshold, the negative value of the control torque matched in the mapping relationship with the turning state, the anti-motion sickness gain coefficient, and the lateral acceleration change rate is determined as the control torque for the vehicle in the turning state. In other words, when the lateral acceleration changes sign and the absolute value of the lateral acceleration change rate is large, the negative value of the control torque matched in the mapping relationship can be determined as the control torque for the vehicle in the turning state.

[0109] Understandably, in real-world scenarios, when a vehicle's direction changes within a preset time period, and the absolute value of the rate of change of lateral acceleration exceeds a preset threshold, it can be determined that the vehicle is in an S-curve and the rate of change of lateral acceleration is too high. When a vehicle is in an S-curve and its lateral acceleration changes rapidly, by determining the opposite of the control torque matched in the mapping relationship as the control torque for the vehicle in the turning state, the sign of the control torque can be avoided, thus improving the accuracy of vehicle control.

[0110] In one embodiment, if the vehicle's direction of travel remains unchanged within a preset time period, and / or the absolute value of the lateral acceleration change rate is less than or equal to a preset change rate threshold, the control torque matched in the mapping relationship with the turning state, the anti-motion sickness gain coefficient, and the lateral acceleration change rate is determined as the control torque for the vehicle in the turning state. In other words, when the lateral acceleration does not change sign, and / or the absolute value of the lateral acceleration change rate is small, the control torque matched in the mapping relationship is determined as the control torque for the vehicle in the turning state.

[0111] By using the method described above, the control torque is determined by taking into account the vehicle's turning state and the anti-motion sickness gain coefficient. The determined torque is matched with the vehicle's actual driving state and the anti-motion sickness effect that the user wants to achieve. Thus, the driving experience can be improved while preventing motion sickness.

[0112] In one embodiment, such as Figure 4 As shown, a flowchart illustrating a method for determining a target torque based on control torque and demand torque at the wheel end is presented. Taking the application of this method to a vehicle controller as an example, the method includes the following steps:

[0113] S402 analyzes driving information to obtain the vehicle's braking torque and drag torque.

[0114] Specifically, the braking torque can be obtained based on data related to braking torque contained in the driving information; and the resistance torque can be obtained based on data related to resistance torque contained in the driving information.

[0115] In one embodiment, analyzing driving information to obtain the vehicle's braking torque includes: extracting the braking pressure and geometric attribute parameters corresponding to each wheel from the driving information, the geometric attribute parameters including the efficiency factor of the wheel brake, the effective radius of the wheel brake disc, and the wheel area; for each wheel, multiplying the braking pressure and geometric attribute parameters corresponding to the wheel to obtain the braking torque corresponding to each wheel; and obtaining the vehicle's braking torque based on the braking torque corresponding to each wheel.

[0116] Specifically, the braking torque corresponding to each wheel is the product of the braking pressure, the efficiency factor of the wheel brake, the effective radius of the wheel brake disc, and the wheel area. The unit of braking torque is Newton-meter (N·m), the unit of braking pressure is Newton-square-meter (N / m²), the unit of effective radius is meter (m), and the unit of wheel area is square meter (m²).

[0117] Specifically, the braking torque of the vehicle is obtained based on the braking torque corresponding to each wheel, including: determining the sum of the braking torques corresponding to each wheel as the braking torque of the vehicle.

[0118] In one embodiment, analyzing driving information to obtain the vehicle's resistance torque includes: extracting the effective rolling radius and rolling resistance of each wheel, as well as the gradient resistance, acceleration resistance, and air resistance of the entire vehicle from the driving information; for each wheel, determining the sub-gradient resistance, sub-acceleration resistance, and sub-air resistance borne by the wheel from the gradient resistance, acceleration resistance, and air resistance of the entire vehicle; determining the wheel's driving resistance by summing the sub-gradient resistance, sub-acceleration resistance, and sub-air resistance borne by the wheel with the wheel's corresponding rolling resistance; determining the wheel's resistance torque by multiplying the wheel's effective rolling radius and driving resistance; and obtaining the vehicle's resistance torque based on the resistance torque of each wheel. The effective rolling radius is measured in meters (m), and the gradient resistance, acceleration resistance, and air resistance are all measured in Newtons (N).

[0119] Specifically, the vehicle's resistance torque is obtained based on the resistance torque corresponding to each wheel, including: determining the sum of the resistance torques corresponding to each wheel as the vehicle's resistance torque.

[0120] S404 adjusts the control torque based on the resistance torque, braking torque, and the vehicle's turning state to obtain the adjusted torque for the vehicle in a turning state.

[0121] The adjusted torque is used to characterize the torque adjusted for the control torque when the vehicle is turning. Therefore, it can be understood that the control torque specifically refers to the control torque for the vehicle when turning, the resistance torque specifically refers to the resistance torque of the vehicle when turning, and the braking torque specifically refers to the braking torque of the vehicle when turning.

[0122] In one embodiment, the driving information includes the accelerator pedal opening. Specifically, adjusting the control torque based on the resistance torque, braking torque, and the vehicle's turning state to obtain the adjusted torque for the vehicle in the turning state includes: when the turning state is the entry state and the accelerator pedal opening is less than the zero torque opening threshold, subtracting the resistance torque and braking torque from the control torque to determine the adjusted torque for the vehicle in the entry state.

[0123] In one embodiment, the driving information includes the accelerator pedal opening. Specifically, the control torque is adjusted based on the resistance torque, braking torque, and the vehicle's turning state to obtain the adjusted torque for the vehicle in the turning state. This includes: when the turning state is exiting a turn and the accelerator pedal opening is greater than the zero torque opening threshold, the torque obtained by adding the resistance torque and braking torque to the control torque is determined as the adjusted torque for the vehicle exiting a turn.

[0124] S406 determines the target torque as the maximum value between the adjusted torque and the required wheel-side torque.

[0125] By using the method described above, the control torque is adjusted according to the resistance torque, braking torque, and the vehicle's turning state. Thus, the target torque can be adaptively determined based on the actual turning situation of the vehicle. When controlling the vehicle based on the target torque, motion sickness during vehicle turns can be reduced, thereby improving passenger comfort.

[0126] In summary, such as Figure 5 The diagram illustrates a vehicle control method, using a vehicle controller as an example. The method includes the following steps:

[0127] S502 determines the vehicle's driving information, including lateral acceleration and accelerator pedal opening, when the vehicle is in anti-motion sickness mode.

[0128] S504, based on the determination that the vehicle meets the torque control activation conditions according to the lateral acceleration, determines the turning state represented by the change in the vehicle's driving direction and the value of the lateral acceleration, as well as the corresponding anti-motion sickness gain coefficient of the vehicle.

[0129] S506 matches the turning state, anti-motion sickness gain coefficient, and lateral acceleration change rate with the preset mapping relationship between the turning state, anti-motion sickness gain coefficient, lateral acceleration change rate, and control torque to obtain the control torque of the vehicle in the turning state.

[0130] The S508 matches the anti-motion sickness mode, accelerator pedal opening, and vehicle speed with the preset mapping relationship between the anti-motion sickness mode, accelerator pedal opening, vehicle speed, and required wheel-side torque to obtain the required wheel-side torque.

[0131] S510 analyzes driving information to obtain the vehicle's braking torque and drag torque.

[0132] S512, when the vehicle is in the entry phase of a turn and the accelerator pedal opening is less than the zero torque opening threshold, the torque obtained by subtracting the resistance torque and braking torque from the control torque is determined as the adjusted torque of the vehicle in the entry phase of the turn.

[0133] S514: When the vehicle is exiting a turn and the accelerator pedal opening is greater than the zero torque opening threshold, the torque obtained by adding the control torque, resistance torque and braking torque is determined as the adjusted torque for the vehicle when exiting a turn.

[0134] S516 determines the target torque by taking the maximum value between the adjusted torque and the required wheel-side torque, and controls the vehicle's movement according to the target torque.

[0135] The specific content of S502-S516 can be found in the aforementioned description and will not be repeated here.

[0136] Based on the above, it can be seen that existing methods have limited effectiveness in mitigating motion sickness when the vehicle is turning and its lateral acceleration changes rapidly, thus improving ride comfort. Specifically, this application establishes a relationship between turning state, anti-motion sickness gain coefficient, lateral acceleration change rate, and control torque, enabling real-time adjustment of control torque based on the lateral acceleration change rate. This allows for more precise torque control to alleviate motion sickness. Therefore, when the vehicle enters or exits a curve and its lateral acceleration change rate changes, the steering stability during curve entry and exit can be improved.

[0137] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages in other steps. It is understood that the steps in different embodiments can be freely combined as needed, and all non-contradictory solutions formed by such combinations are within the scope of protection of this application.

[0138] Based on the same inventive concept, this application also provides a vehicle control device for implementing the vehicle control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more vehicle control device embodiments provided below can be found in the limitations of the vehicle control method described above, and will not be repeated here.

[0139] In one exemplary embodiment, such as Figure 6 As shown, a vehicle control device is provided, including: an acquisition module 602, a determination module 604, an analysis module 606, and a processing module 608, wherein:

[0140] The acquisition module 602 is used to determine the vehicle's driving information, including lateral acceleration, when the vehicle is in anti-motion sickness mode; the determination module 604 is used to determine a control torque that matches the lateral acceleration and the rate of change of the vehicle's lateral acceleration, based on the lateral acceleration and the determination that the vehicle meets the torque control activation condition; the analysis module 606 is used to determine the required wheel-side torque that matches the anti-motion sickness mode; and the processing module 608 is used to determine a target torque based on the control torque and the required wheel-side torque, so as to control the vehicle's driving according to the target torque.

[0141] In one embodiment, the determining module 604 is further configured to: determine the driving direction of the vehicle and the turning state represented by the numerical change of the lateral acceleration, and the anti-motion sickness gain coefficient corresponding to the vehicle; match the turning state, the anti-motion sickness gain coefficient and the rate of change of lateral acceleration with a preset mapping relationship between the turning state, the anti-motion sickness gain coefficient, the rate of change of lateral acceleration and the control torque, to obtain the control torque of the vehicle in the turning state.

[0142] In one embodiment, the driving information includes vehicle speed; the determining module 604 is further configured to: in response to an input event or selection event for the anti-motion sickness intensity, determine a range of anti-motion sickness coefficients corresponding to the anti-motion sickness intensity; and determine an anti-motion sickness gain coefficient corresponding to the vehicle from the range of anti-motion sickness coefficients based on the vehicle speed.

[0143] In one embodiment, the determining module 604 is further configured to, when the vehicle's driving direction changes within a preset time period and the absolute value of the lateral acceleration change rate is greater than a preset change rate threshold, determine the opposite of the control torque in the mapping relationship that matches the turning state, the anti-motion sickness gain coefficient, and the lateral acceleration change rate as the control torque of the vehicle in the turning state; and when the vehicle's driving direction does not change within the preset time period, and / or the absolute value of the lateral acceleration change rate is less than or equal to the preset change rate threshold, determine the control torque in the mapping relationship that matches the turning state, the anti-motion sickness gain coefficient, and the lateral acceleration change rate as the control torque of the vehicle in the turning state.

[0144] In one embodiment, the determining module 604 is further configured to perform any one of the following: First, when the vehicle's direction of travel is counterclockwise and the value of the lateral acceleration shows an upward trend, determine that the vehicle's turning state is a turning state; Second, when the vehicle's direction of travel is clockwise and the value of the lateral acceleration shows a downward trend, determine that the vehicle's turning state is a turning state.

[0145] In one embodiment, the determining module 604 is further configured to perform any one of the following: First, when the vehicle's direction of travel is counterclockwise and the value of the lateral acceleration shows a decreasing trend, determine that the vehicle's turning state is an exiting-turn state; Second, when the vehicle's direction of travel is clockwise and the value of the lateral acceleration shows an increasing trend, determine that the vehicle's turning state is an exiting-turn state.

[0146] In one embodiment, the processing module 608 is further configured to: analyze the driving information to obtain the braking torque and resistance torque of the vehicle; adjust the control torque according to the resistance torque, the braking torque and the turning state of the vehicle to obtain the adjusted torque of the vehicle in the turning state; and determine the maximum value of the adjusted torque and the required wheel-side torque as the target torque.

[0147] In one embodiment, the driving information further includes accelerator pedal opening; the processing module 608 is further configured to: when the turning state is an entry state and the accelerator pedal opening is less than a zero torque opening threshold, subtract the resistance torque and the braking torque from the control torque to determine the adjusted torque of the vehicle in the entry state; and when the turning state is an exit state and the accelerator pedal opening is greater than the zero torque opening threshold, add the resistance torque and the braking torque to the control torque to determine the adjusted torque of the vehicle in the exit state.

[0148] In one embodiment, the driving information further includes: accelerator pedal opening and vehicle speed; the analysis module 606 is also used to match the anti-motion sickness mode, the accelerator pedal opening and the vehicle speed with the preset mapping relationship between the anti-motion sickness mode, the accelerator pedal opening, the vehicle speed and the required wheel-side torque to obtain the required wheel-side torque.

[0149] In one embodiment, the determining module 604 is further configured to determine that the vehicle meets the torque control activation condition when the absolute value of the lateral acceleration is greater than the duration of the preset acceleration threshold is greater than the set duration and the absolute value of the lateral acceleration is not equal to 0.

[0150] Each module in the aforementioned vehicle control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the vehicle's processor in hardware form or independent of it, or stored in the vehicle's memory in software form, so that the processor can call and execute the corresponding operations of each module.

[0151] In one exemplary embodiment, a computer device is provided, which may be a vehicle, and its internal structure diagram may be as follows: Figure 7 As shown, this computer device includes a processor, memory, input / output (I / O) interfaces, and a communication interface. The processor, memory, and I / O interfaces are connected via a system bus, and the communication interface is also connected to the system bus via the I / O interfaces. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides the environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The database stores data used in the vehicle control process. The I / O interfaces are used for exchanging information between the processor and external devices. The communication interface is used for communicating with external terminals via a network connection. When the computer program is executed by the processor, it implements a vehicle control method.

[0152] In one exemplary embodiment, a computer device is provided, which may be a vehicle, and its internal structure diagram may be as follows: Figure 8 As shown, the computer device includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, Near Field Communication (NFC), or other technologies. When the computer program is executed by the processor, it implements a vehicle control method. The display unit is used to form a visually visible image and can be a display screen, projection device, or virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the computer device can be a touch layer covering the display screen, or buttons, trackballs, or touchpads set on the casing of the computer device, or external keyboards, touchpads, or mice, etc.

[0153] Those skilled in the art will understand that Figure 7 or Figure 8 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0154] In one exemplary embodiment, a computer device is provided, including a memory and a processor. The memory stores a computer program, and the processor, when executing the computer program, performs the following steps: when a vehicle is in an anti-motion sickness mode, determining driving information of the vehicle, the driving information including lateral acceleration; if the vehicle is determined to meet torque control activation conditions based on the lateral acceleration, determining a control torque matching the lateral acceleration and the rate of change of the vehicle's lateral acceleration; determining a required wheel-side torque matching the anti-motion sickness mode; and determining a target torque based on the control torque and the required wheel-side torque to control the vehicle's movement according to the target torque.

[0155] In one embodiment, when the processor executes the computer program, it further performs the following steps: determining the driving direction of the vehicle and the turning state represented by the numerical change of the lateral acceleration, as well as the anti-motion sickness gain coefficient corresponding to the vehicle; matching the turning state, the anti-motion sickness gain coefficient, and the rate of change of lateral acceleration with a preset mapping relationship between the turning state, the anti-motion sickness gain coefficient, the rate of change of lateral acceleration, and the control torque to obtain the control torque of the vehicle in the turning state.

[0156] In one embodiment, the driving information includes vehicle speed; when the processor executes the computer program, it further performs the following steps: in response to an input event or selection event for the anti-motion sickness intensity, determining a range of anti-motion sickness coefficients corresponding to the anti-motion sickness intensity; and determining an anti-motion sickness gain coefficient for the vehicle from the range of anti-motion sickness coefficients based on the vehicle speed.

[0157] In one embodiment, when the processor executes the computer program, it further implements the following steps: if the vehicle's driving direction changes within a preset time period and the absolute value of the lateral acceleration change rate is greater than a preset change rate threshold, the opposite of the control torque in the mapping relationship that matches the turning state, the anti-motion sickness gain coefficient, and the lateral acceleration change rate is determined as the control torque of the vehicle in the turning state; if the vehicle's driving direction does not change within the preset time period, and / or the absolute value of the lateral acceleration change rate is less than or equal to the preset change rate threshold, the control torque in the mapping relationship that matches the turning state, the anti-motion sickness gain coefficient, and the lateral acceleration change rate is determined as the control torque of the vehicle in the turning state.

[0158] In one embodiment, when the processor executes the computer program, it further implements either of the following: First, when the vehicle's direction of travel is counterclockwise and the value of the lateral acceleration shows an upward trend, the turning state of the vehicle is determined to be a turning state; Second, when the vehicle's direction of travel is clockwise and the value of the lateral acceleration shows a downward trend, the turning state of the vehicle is determined to be a turning state.

[0159] In one embodiment, when the processor executes the computer program, it further implements either of the following: First, when the vehicle's direction of travel is counterclockwise and the value of the lateral acceleration shows a decreasing trend, the turning state of the vehicle is determined to be an exiting-turn state; Second, when the vehicle's direction of travel is clockwise and the value of the lateral acceleration shows an increasing trend, the turning state of the vehicle is determined to be an exiting-turn state.

[0160] In one embodiment, when the processor executes the computer program, it further performs the following steps: analyzing the driving information to obtain the braking torque and resistance torque of the vehicle; adjusting the control torque according to the resistance torque, the braking torque and the turning state of the vehicle to obtain the adjusted torque of the vehicle in the turning state; and determining the maximum value of the adjusted torque and the required wheel-side torque as the target torque.

[0161] In one embodiment, the driving information further includes accelerator pedal opening; when the processor executes the computer program, it also performs the following steps: when the turning state is an entry state and the accelerator pedal opening is less than the zero torque opening threshold, the torque obtained by subtracting the resistance torque and the braking torque from the control torque is determined as the adjusted torque of the vehicle in the entry state; when the turning state is an exit state and the accelerator pedal opening is greater than the zero torque opening threshold, the torque obtained by adding the resistance torque and the braking torque to the control torque is determined as the adjusted torque of the vehicle in the exit state.

[0162] In one embodiment, the driving information further includes: accelerator pedal opening and vehicle speed; when the processor executes the computer program, it also performs the following steps: matching the anti-motion sickness mode, the accelerator pedal opening and the vehicle speed with the preset mapping relationship between the anti-motion sickness mode, the accelerator pedal opening, the vehicle speed and the required wheel-side torque to obtain the required wheel-side torque.

[0163] In one embodiment, when the processor executes the computer program, it further implements the following steps: when the absolute value of the lateral acceleration is greater than a preset acceleration threshold for a duration longer than a set duration, and the absolute value of the lateral acceleration is not equal to 0, it determines that the vehicle meets the torque control activation condition.

[0164] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, performs the following steps: when a vehicle is in an anti-motion sickness mode, determining driving information of the vehicle, the driving information including lateral acceleration; if the vehicle is determined to meet torque control activation conditions based on the lateral acceleration, determining a control torque matching the lateral acceleration and the rate of change of the vehicle's lateral acceleration; determining a required wheel-side torque matching the anti-motion sickness mode; and determining a target torque based on the control torque and the required wheel-side torque to control the vehicle's movement according to the target torque.

[0165] In one embodiment, when the computer program is executed by the processor, it further performs the following steps: determining the driving direction of the vehicle and the turning state represented by the numerical change of the lateral acceleration, as well as the anti-motion sickness gain coefficient corresponding to the vehicle; matching the turning state, the anti-motion sickness gain coefficient, and the rate of change of lateral acceleration with a preset mapping relationship between the turning state, the anti-motion sickness gain coefficient, the rate of change of lateral acceleration, and the control torque to obtain the control torque of the vehicle in the turning state.

[0166] In one embodiment, the driving information includes vehicle speed; when the computer program is executed by the processor, it further performs the following steps: in response to an input event or selection event for the anti-motion sickness intensity, determining a range of anti-motion sickness coefficients corresponding to the anti-motion sickness intensity; and determining an anti-motion sickness gain coefficient for the vehicle from the range of anti-motion sickness coefficients based on the vehicle speed.

[0167] In one embodiment, when the computer program is executed by the processor, it further implements the following steps: if the vehicle's driving direction changes within a preset time period and the absolute value of the lateral acceleration change rate is greater than a preset change rate threshold, the opposite of the control torque in the mapping relationship that matches the turning state, the anti-motion sickness gain coefficient, and the lateral acceleration change rate is determined as the control torque of the vehicle in the turning state; if the vehicle's driving direction does not change within the preset time period, and / or the absolute value of the lateral acceleration change rate is less than or equal to the preset change rate threshold, the control torque in the mapping relationship that matches the turning state, the anti-motion sickness gain coefficient, and the lateral acceleration change rate is determined as the control torque of the vehicle in the turning state.

[0168] In one embodiment, when the computer program is executed by the processor, it further implements either of the following: First, when the vehicle's direction of travel is counterclockwise and the value of the lateral acceleration shows an upward trend, the turning state of the vehicle is determined to be a turning state; Second, when the vehicle's direction of travel is clockwise and the value of the lateral acceleration shows a downward trend, the turning state of the vehicle is determined to be a turning state.

[0169] In one embodiment, when the computer program is executed by the processor, it further implements either of the following: First, when the vehicle's direction of travel is counterclockwise and the value of the lateral acceleration shows a decreasing trend, the turning state of the vehicle is determined to be an exiting-turn state; Second, when the vehicle's direction of travel is clockwise and the value of the lateral acceleration shows an increasing trend, the turning state of the vehicle is determined to be an exiting-turn state.

[0170] In one embodiment, when the computer program is executed by the processor, it further performs the following steps: analyzing the driving information to obtain the braking torque and resistance torque of the vehicle; adjusting the control torque according to the resistance torque, the braking torque and the turning state of the vehicle to obtain the adjusted torque of the vehicle in the turning state; and determining the maximum value of the adjusted torque and the required wheel-side torque as the target torque.

[0171] In one embodiment, the driving information further includes accelerator pedal opening; when the computer program is executed by the processor, it further implements the following steps: when the turning state is an entry state and the accelerator pedal opening is less than a zero torque opening threshold, the torque obtained by subtracting the resistance torque and the braking torque from the control torque is determined as the adjusted torque of the vehicle in the entry state; when the turning state is an exit state and the accelerator pedal opening is greater than the zero torque opening threshold, the torque obtained by adding the resistance torque and the braking torque to the control torque is determined as the adjusted torque of the vehicle in the exit state.

[0172] In one embodiment, the driving information further includes: accelerator pedal opening and vehicle speed; when the computer program is executed by the processor, it also performs the following steps: matching the anti-motion sickness mode, the accelerator pedal opening and the vehicle speed with the preset mapping relationship between the anti-motion sickness mode, the accelerator pedal opening, the vehicle speed and the required wheel-side torque to obtain the required wheel-side torque.

[0173] In one embodiment, when the computer program is executed by the processor, it further implements the following steps: determining that the vehicle meets the torque control activation condition when the absolute value of the lateral acceleration is greater than a preset acceleration threshold for a duration greater than a set duration and the absolute value of the lateral acceleration is not equal to 0.

[0174] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above method embodiments.

[0175] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0176] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application 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 memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic 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. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0177] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0178] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A vehicle control method, characterized in that, The method includes: When the vehicle is in anti-motion sickness mode, determine the vehicle's driving information, which includes lateral acceleration; If the vehicle meets the torque control activation condition based on the lateral acceleration, a control torque that matches the lateral acceleration and the rate of change of the vehicle's lateral acceleration is determined. Determine the required wheel-side torque to match the anti-motion sickness mode; The target torque is determined based on the control torque and the required wheel-side torque, so as to control the vehicle to drive according to the target torque.

2. The method according to claim 1, characterized in that, The driving information includes vehicle speed; determining the control torque that matches the lateral acceleration and the rate of change of the vehicle's lateral acceleration includes: In response to an input event or selection event for the anti-motion sickness intensity, determine the range of anti-motion sickness coefficients corresponding to the anti-motion sickness intensity; Based on the vehicle speed, determine the anti-motion sickness gain coefficient corresponding to the vehicle from the range of anti-motion sickness coefficients; Determine the turning state represented by the vehicle's direction of travel and the numerical change in the lateral acceleration; The turning state, the anti-motion sickness gain coefficient, and the lateral acceleration change rate are matched with a preset mapping relationship between the turning state, the anti-motion sickness gain coefficient, the lateral acceleration change rate, and the control torque to obtain the control torque of the vehicle in the turning state.

3. The method according to claim 2, characterized in that, The step of matching the turning state, the anti-motion sickness gain coefficient, and the lateral acceleration change rate with a preset mapping relationship between the turning state, the anti-motion sickness gain coefficient, the lateral acceleration change rate, and the control torque to obtain the control torque of the vehicle in the turning state includes: If the vehicle's driving direction changes within a preset time period, and the absolute value of the lateral acceleration change rate is greater than a preset change rate threshold, the opposite number of the control torque that matches the turning state, the anti-motion sickness gain coefficient, and the lateral acceleration change rate in the mapping relationship is determined as the control torque of the vehicle in the turning state. If the vehicle's direction of travel does not change within a preset time period, and / or the absolute value of the lateral acceleration change rate is less than or equal to a preset change rate threshold, the control torque that matches the turning state, the anti-motion sickness gain coefficient, and the lateral acceleration change rate in the mapping relationship is determined as the control torque of the vehicle in the turning state.

4. The method according to claim 2, characterized in that, The turning state characterized by the determination of the vehicle's direction of travel and the numerical change in the lateral acceleration includes any one of the following: First item: When the vehicle is traveling in a counter-clockwise direction and the value of the lateral acceleration shows an upward trend, the vehicle's turning state is determined to be a turning state. Second item: When the vehicle is traveling in a clockwise direction and the value of the lateral acceleration shows a decreasing trend, the vehicle's turning state is determined to be entering a curve.

5. The method according to claim 2, characterized in that, The turning state characterized by the determination of the vehicle's direction of travel and the numerical change in the lateral acceleration includes any one of the following: First item: If the vehicle is traveling in a counter-clockwise direction and the value of the lateral acceleration shows a decreasing trend, then the vehicle's turning state is determined to be an exiting-turn state. Second item: If the vehicle is traveling in a clockwise direction and the value of the lateral acceleration shows an upward trend, then the vehicle's turning state is determined to be an exiting-turn state.

6. The method according to any one of claims 1 to 5, characterized in that, Determining the target torque based on the control torque and the required wheel-side torque includes: The driving information is analyzed to obtain the vehicle's braking torque and drag torque; The control torque is adjusted based on the resistance torque, the braking torque, and the turning state of the vehicle to obtain the adjusted torque of the vehicle in the turning state; The maximum value between the adjusted torque and the required wheel-side torque is determined as the target torque.

7. The method according to claim 6, characterized in that, The driving information also includes accelerator pedal opening; adjusting the control torque based on the resistance torque, the braking torque, and the vehicle's turning state to obtain the adjusted torque of the vehicle in the turning state includes: When the turning state is the entry state and the accelerator pedal opening is less than the zero torque opening threshold, the torque obtained by subtracting the resistance torque and the braking torque from the control torque is determined as the adjusted torque of the vehicle in the entry state. When the turning state is the exit state and the accelerator pedal opening is greater than the zero torque opening threshold, the torque obtained by adding the control torque, the resistance torque and the braking torque is determined as the adjusted torque of the vehicle in the exit state.

8. The method according to any one of claims 1 to 5, characterized in that, The driving information also includes: accelerator pedal opening and vehicle speed; determining the required wheel-side torque to match the anti-motion sickness mode includes: The motion sickness prevention mode, the accelerator pedal opening, and the vehicle speed are matched with the preset mapping relationship between the motion sickness prevention mode, the accelerator pedal opening, the vehicle speed, and the required wheel torque to obtain the required wheel torque.

9. The method according to any one of claims 1 to 5, characterized in that, The step of determining that the vehicle meets the torque control activation condition based on the lateral acceleration includes: If the absolute value of the lateral acceleration is greater than a preset acceleration threshold for a duration longer than a set duration, and the absolute value of the lateral acceleration is not equal to 0, then the vehicle is determined to meet the torque control activation condition.

10. A vehicle control device, characterized in that, The device includes: The acquisition module is used to determine the vehicle's driving information, including lateral acceleration, when the vehicle is in anti-motion sickness mode. The determination module is used to determine a control torque that matches the lateral acceleration and the rate of change of the lateral acceleration of the vehicle, provided that the vehicle meets the torque control activation condition based on the lateral acceleration. The analysis module is used to determine the required wheel-side torque to match the anti-motion sickness mode; The processing module is used to determine a target torque based on the control torque and the required wheel-side torque, so as to control the vehicle to drive according to the target torque.

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