Vehicle control method, device and system, electronic equipment and vehicle
By acquiring vehicle status calculation torque distribution parameters and adjusting wheel torque in real time, the driving safety problem of distributed electric vehicles is solved, and the vehicle's safety performance and energy efficiency are improved.
Patent Information
- Application Number
- CN202511780401.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-28
- Publication Date
- 2026-02-13
AI Technical Summary
The driving safety of distributed electric vehicles needs to be improved.
By acquiring the vehicle's current and target states, the longitudinal driving force, yaw acceleration, and rate of change of the center of gravity sideslip angle are calculated. PID control and sliding mode controller are used to generate vehicle torque distribution parameters, and the torque distribution of each wheel of the vehicle is adjusted in real time.
It improves vehicle safety performance while driving and optimizes energy efficiency management while ensuring safety.
Smart Images
Figure CN121516004A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of vehicles, in particular to a vehicle control method, device, system, electronic equipment and vehicle. BACKGROUND
[0002] The distributed electric vehicle can realize independent control of the torque output of the four wheels and very flexible torque distribution of the whole vehicle because the driving motor is directly installed in or near the driving wheel.
[0003] However, the driving safety of the distributed electric vehicle in the related art needs to be improved. SUMMARY
[0004] The present application aims to at least solve one of the technical problems in the related art. To this end, a first object of the present application is to provide a vehicle control method to improve the driving safety of a vehicle.
[0005] A second object of the present application is to provide an electronic device.
[0006] A third object of the present application is to provide a vehicle control device.
[0007] A fourth object of the present application is to provide a vehicle control system.
[0008] A fifth object of the present application is to provide a vehicle.
[0009] To achieve the above objects, a vehicle control method according to an embodiment of the present application comprises: obtaining a current state and a target state of a vehicle; obtaining a longitudinal driving force, a yaw angular acceleration and a center of mass side slip angle change rate of the vehicle according to the current state and the target state; obtaining a vehicle torque distribution parameter according to the longitudinal driving force, the yaw angular acceleration, the center of mass side slip angle change rate and the target state, and controlling the vehicle according to the vehicle torque distribution parameter.
[0010] In addition, the vehicle control method according to the embodiment of the present application can have the following additional technical features: According to an embodiment of the present application, the current state comprises an actual vehicle speed of the vehicle, the target state comprises a target vehicle speed of the vehicle, and the longitudinal driving force is obtained according to the following formula: u(t) = k e(t) + k I t e(t) + k I t , wherein u(t) is the longitudinal driving force, k is a preset proportional coefficient, e(t) is a difference between the target vehicle speed and the actual vehicle speed, k I is a preset integral coefficient, and t is time, To preset a differential coefficient.
[0011] According to one embodiment of the present application, the target state comprises a target yaw rate, and the obtaining of the yaw acceleration of the vehicle according to the current state and the target vehicle speed comprises: obtaining an additional yaw moment according to the target yaw rate; and obtaining the yaw acceleration of the vehicle according to the additional yaw moment and the current state.
[0012] According to one embodiment of the present application, the current state further comprises a yaw rate of the vehicle, a first distance between a front axle of the vehicle and a mass center of the vehicle, a second distance between a rear axle of the vehicle and the mass center of the vehicle, a first lateral reaction force borne by a front wheel of the vehicle, a second lateral reaction force borne by a rear wheel of the vehicle, a roll moment of inertia of the vehicle, a yaw moment of inertia of the vehicle, a slip angle of the mass center of the vehicle, a vertical velocity of the vehicle, and a front wheel steering angle of the vehicle, and the yaw acceleration is obtained according to the following formula: , wherein, the yaw acceleration is the first lateral reaction force is the second lateral reaction force is the yaw rate is the first distance is the second distance is the front wheel steering angle is the yaw moment of inertia is the additional yaw moment is the roll moment of inertia is the slip angle of the mass center is the vertical velocity is.
[0013] According to one embodiment of the present application, the current state further comprises a lateral velocity of the vehicle and a mass of the vehicle, and the slip angle of the mass center is obtained according to the following formula: , wherein, the slip angle of the mass center is the mass of the vehicle is the lateral velocity is.
[0014] According to one embodiment of the present application, the obtaining the vehicle torque distribution parameter according to the longitudinal driving force, the yaw angular acceleration, the mass center side slip angle rate and the target vehicle speed comprises: obtaining a corresponding relationship between the vehicle speed and the torque distribution parameter according to the longitudinal driving force, the yaw angular acceleration and the mass center side slip angle rate; and obtaining the vehicle torque distribution parameter according to the target vehicle speed and the corresponding relationship.
[0015] To achieve the above object, the second aspect of the present application provides an electronic device, comprising a memory, a processor and a computer program stored in the memory and running on the processor, when the computer program is executed by the processor, the vehicle control method described above is realized.
[0016] To achieve the above object, the third aspect of the present application provides a vehicle control device, the device comprises: an acquisition module, configured to acquire the current state and the target state of the vehicle, and obtain the longitudinal driving force, the yaw angular acceleration and the mass center side slip angle rate of the vehicle according to the current state and the target state, and obtain the vehicle torque distribution parameter according to the longitudinal driving force, the yaw angular acceleration, the mass center side slip angle rate and the target state; a control module, configured to control the vehicle according to the vehicle torque distribution parameter.
[0017] To achieve the above object, the fourth aspect of the present application provides a vehicle control system, comprising the vehicle control device described above.
[0018] To achieve the above object, the fifth aspect of the present application provides a vehicle, comprising the electronic device described above, or the vehicle control system described above.
[0019] According to the vehicle control method, device, system, electronic device and vehicle of the embodiments of the present application, the current state and the target state of the vehicle are acquired; the longitudinal driving force, the yaw angular acceleration and the mass center side slip angle rate of the vehicle are obtained according to the current state and the target state; the vehicle torque distribution parameter is obtained according to the longitudinal driving force, the yaw angular acceleration, the mass center side slip angle rate and the target state, and the vehicle is controlled according to the vehicle torque distribution parameter. Therefore, the torque of each wheel of the vehicle can be adjusted in real time according to the actual state of the vehicle, so as to help improve the safety performance of the vehicle during driving.
[0020] Additional aspects and advantages of the present application will be given in part in the following description, become apparent in part from the following description, or be learned by practice of the present application. BRIEF DESCRIPTION OF DRAWINGS
[0021] Figure 1 is a flow chart of the vehicle control method of the embodiments of the present application; Figure 2This is a flowchart of an example vehicle control method of the present invention; Figure 3 This is a schematic flowchart of a vehicle control method according to an example of the present invention; Figure 4 This is a flowchart of a vehicle control method, another example of the present invention; Figure 5 This is a structural block diagram of an electronic device according to an embodiment of the present invention; Figure 6 This is a structural block diagram of the vehicle control device according to an embodiment of the present invention; Figure 7 This is a structural block diagram of the vehicle control system according to an embodiment of the present invention. Detailed Implementation
[0022] The vehicle control method, apparatus, system, electronic device, and vehicle of the present invention are described below with reference to the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described with reference to the accompanying drawings are exemplary and should not be construed as limiting the present invention.
[0023] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of the present invention.
[0024] like Figure 1 As shown, the vehicle control method includes: S11, obtain the current state and target state of the vehicle.
[0025] S12, based on the current state and the target state, obtain the vehicle's longitudinal driving force, yaw acceleration, and rate of change of center of gravity sideslip angle.
[0026] To obtain the longitudinal driving force of the vehicle based on the current state and the target state, a PID-based speed controller was designed to achieve real-time longitudinal tracking of the vehicle through PID control.
[0027] Specifically, the current state includes the actual speed of the vehicle, the target state includes the target speed of the vehicle, and the longitudinal driving force is obtained by setting the speed controller according to the following formula: u(t) = e(t)+ , Where u(t) is the longitudinal driving force, Here, e(t) is the preset proportional coefficient, and e(t) is the difference between the target vehicle speed and the actual vehicle speed. Here, t represents the preset integral coefficient, and t represents time. The preset differential coefficient and the above-mentioned preset proportional coefficient are... Preset integral coefficients Preset differential coefficients for adjusting response speed, steady-state error and overshoot.
[0028] After the longitudinal driving force based on PID is obtained, a speed controller of the vehicle can control the vehicle based on the longitudinal driving force u(t).
[0029] The target state includes a target yaw rate, and the yaw angular acceleration of the vehicle is obtained according to the current state and the target speed, and includes: obtaining an additional yaw moment according to the target yaw rate; obtaining the yaw angular acceleration of the vehicle according to the additional yaw moment and the current state.
[0030] The current state further includes a yaw rate of the vehicle, a first distance between a front axle of the vehicle and a center of mass of the vehicle, a second distance between a rear axle of the vehicle and the center of mass of the vehicle, a first lateral reaction force borne by a front wheel of the vehicle, a second lateral reaction force borne by a rear wheel of the vehicle, a roll moment of inertia of the vehicle, a yaw moment of inertia of the vehicle, a center of mass side slip angle of the vehicle, a vertical speed of the vehicle, and a front wheel steering angle of the vehicle, and the yaw angular acceleration is obtained according to the following formula: wherein, is the yaw angular acceleration, is the first lateral reaction force, is the second lateral reaction force, is the yaw rate, is the first distance, is the second distance, is the front wheel steering angle, is the yaw moment of inertia, is the additional yaw moment, is the roll moment of inertia, is the center of mass side slip angle, is the vertical speed.
[0031] The current state further includes a lateral speed of the vehicle and a mass of the vehicle, and the center of mass side slip angle rate is obtained according to the following formula: wherein, is the center of mass side slip angle rate, is the mass of the vehicle, is the lateral speed.
[0032] Specifically, in order to obtain the yaw angular acceleration and the center of mass side slip angle rate according to the current state, a yaw stability controller based on a sliding mode controller is designed.
[0033] Moreover, a stability coefficient k1 can be set, which can be used to control the vehicle according to a vehicle stability margin, for example.
[0034] the additional yaw moment The additional yaw moment can be generated by a sliding mode controller. The sliding mode controller is fast in response, insensitive to parameter variations, and strong in stability.
[0035] The yaw stability controller controls the vehicle according to the change amount of the center-of-gravity side slip angle and the yaw angular acceleration The vehicle is controlled.
[0036] Thus, a more optimal yaw angular acceleration can be obtained by adding the additional yaw moment around the Z axis of the vehicle M z , so as to obtain an optimal value of the yaw angular velocity, and to distribute the force of the four wheels of the vehicle according to the optimal yaw angular velocity and to calculate the required torque of each wheel.
[0037] S13, obtains the vehicle torque distribution parameter according to the longitudinal driving force, the yaw angular acceleration, the change rate of the center-of-gravity side slip angle, and the target state, and controls the vehicle according to the vehicle torque distribution parameter.
[0038] The vehicle torque distribution parameter obtained according to the longitudinal driving force, the yaw angular acceleration, the change rate of the center-of-gravity side slip angle, and the target vehicle speed can include: obtaining the corresponding relationship between the vehicle speed and the torque distribution parameter according to the longitudinal driving force, the yaw angular acceleration, and the change rate of the center-of-gravity side slip angle; and obtaining the vehicle torque distribution parameter according to the target vehicle speed and the corresponding relationship.
[0039] Specifically, a speed controller of the vehicle can be configured to control the vehicle based on the longitudinal driving force u(t), and a yaw stability controller of the vehicle can be configured to control the vehicle according to the change amount of the center-of-gravity side slip angle and the yaw angular acceleration Moreover, the output values of the speed controller and the yaw stability controller of the vehicle are obtained, and the output values are input into a preset neural network prediction model to obtain the vehicle torque distribution parameter.
[0040] The preset neural network prediction model can be an RBF neural network prediction model, and the input of the RBF neural network prediction model includes orthogonal test sample points and input parameters. The output is the corresponding relationship between the vehicle speed and the torque distribution parameter, for example, the torque distribution parameter at different vehicle speeds can be output.
[0041] In order to obtain the above-mentioned orthogonal test sample points, the orthogonal test can be carried out in advance. In order to save time cost and reduce the number of test samples, parameters with representativeness and uniform distribution are selected as cooperative optimization variables for level analysis. The parameter sample data points and the number of levels are designed based on the orthogonal test method, and the orthogonal test table is established. According to the designed orthogonal test table, independent simulation tests are carried out respectively to obtain the torque distribution parameters corresponding to each group of parameters.
[0042] After the orthogonal test is carried out, the orthogonal test results are input into the preset neural network prediction model as the orthogonal test sample points.
[0043] Moreover, the preset neural network prediction model also uses the determination coefficient R² as an index for evaluating the performance of the model. The range of the determination coefficient R² is in (-∞, 1], and the closer to 1 indicates that the fitting of the model is better. The calculation formula of the determination coefficient R² can be seen in the following formula: R² = 1- , Wherein, n is the number of orthogonal test sample points, the data input into the preset neural network prediction model includes the orthogonal test sample points and input parameters, the input parameters include the outputs of the speed controller and the yaw stability controller, and also include other possible parameters, and k is the number of the input parameters.
[0044] After the preset neural network prediction model outputs the corresponding relationship between the vehicle speed and the torque distribution parameters, the vehicle torque distribution parameters can be obtained according to the target vehicle speed.
[0045] Moreover, after obtaining the vehicle torque distribution parameters, the vehicle torque distribution parameters can be optimized, for example, the sparrow search algorithm can be used for optimization. Through the sparrow search algorithm, the target function to be optimized is established, the constraint conditions are added, the population position is set, the individual fitness is calculated, the discoverer and the follower are found, and the optimal fitness value is obtained. Among them, the decision variables of the data optimization set are constructed, the parameters and the value range are determined, the target function is defined and the constraint conditions are set, the population is initialized, the algorithm parameters are set, the individual fitness is calculated according to the RBF network prediction error value, the initial Pareto optimal solution is screened out through the non-dominated sorting, so as to obtain the excellent data individual, and the best Pareto solution set is obtained. Through Matlab programming, the target space congestion degree is calculated, the target value with good diversity is reserved, the capacity is repaired, the size of the target value is controlled and the distribution is uniform, and finally the required vehicle torque distribution parameters are obtained. Thus, the multi-objective parameter optimization based on the sparrow search algorithm can be realized.
[0046] Referring to Figure 2, first population position initialization is carried out, then the RBF network preset error value is obtained according to the above vehicle torque distribution parameter, and then the individual fitness is calculated, the finder and follower optimization is executed, and then the optimal fitness value is obtained, and whether the preset termination condition is reached is judged, if not, the population position is updated, and the step of obtaining the RBF network prediction error is returned, if yes, the optimal torque distribution parameter is obtained, and the optimal torque distribution parameter is used as the final vehicle torque distribution parameter.
[0047] After obtaining the vehicle torque distribution parameter, the vehicle torque can be distributed to the four wheels of the vehicle according to the vehicle torque distribution parameter, so as to realize the control of the vehicle.
[0048] In some embodiments of the application, the above-mentioned control of the vehicle according to the vehicle torque distribution parameter can be to substitute the torque distribution parameter into the vehicle dynamics model, and adjust the vehicle speed of the vehicle by using the vehicle dynamics model.
[0049] Referring to Figure 3 , first, the vehicle state is obtained, after obtaining the vehicle state (i.e. the current state of the above-mentioned vehicle), the PID longitudinal speed controller (i.e. the above-mentioned PID-based speed controller) and the sliding film yaw stability controller (i.e. the above-mentioned sliding mode controller-based yaw stability controller) reconstruct and distribute torque according to the vehicle state to obtain the vehicle torque distribution parameter, and then substitute the vehicle torque distribution parameter into the vehicle dynamics model, and adjust the vehicle speed of the vehicle by using the vehicle dynamics model, and then obtain the new vehicle state.
[0050] The specific embodiments shown in Figure 4 will be described below.
[0051] Referring to Figure 4 , first, a simplified finite element model of vehicle dynamics (i.e. the above-mentioned vehicle dynamics model) is generated, and then the PID-based speed controller is set up first, and then the sliding film-based yaw stability controller is set up.
[0052] After the above-mentioned PID-based speed controller setting and the sliding film-based yaw stability controller are set up, the variable target optimization algorithm based on the consumption rate of the tire adhesion coefficient is designed.
[0053] The variable target optimization algorithm design based on the tire adhesion coefficient consumption rate is a hybrid distribution method, and is designed according to the efficiency optimization and the adhesion coefficient consumption rate optimization. When the safety of the whole vehicle is considered, the sum of the adhesion force consumption rates of the four tires is minimized as the target of the driving wheel torque distribution, and the control of the lateral force of the whole vehicle is indirectly realized by controlling the longitudinal force. When the adhesion force of the tire still has a large amount of margin that is not used, the distribution method with the highest driving system efficiency can be performed, and in the extreme working condition, the distribution method with the adhesion coefficient consumption rate optimization is adopted, and a variable target distribution method based on the adhesion coefficient consumption rate is comprehensively designed.
[0054] Further, the above-mentioned orthogonal test, RBF neural network prediction model and multi-objective parameter optimization based on sparrow search algorithm are gradually realized.
[0055] Further, the above-mentioned results can be simulated and verified, and after verification, the results can be put into use.
[0056] To sum up, the vehicle control method provided by the embodiment of the application obtains the current state and the target state of the vehicle, obtains the longitudinal driving force, the yaw angular acceleration and the change rate of the center of mass side slip angle of the vehicle according to the current state and the target state, obtains the torque distribution parameter of the vehicle according to the longitudinal driving force, the yaw angular acceleration, the change rate of the center of mass side slip angle and the target state, and controls the vehicle according to the torque distribution parameter of the vehicle. In this way, the torque of each wheel of the vehicle can be adjusted in real time according to the actual state of the vehicle, so as to help improve the safety performance of the vehicle when the vehicle is running. Moreover, the torque distribution based on the adhesion coefficient consumption rate is proposed, the energy consumption optimization management is realized on the premise of meeting the safety of the vehicle, and the energy efficiency of the vehicle is improved.
[0057] Further, the application provides an electronic device.
[0058] Figure 5 is a structural block diagram of the electronic device of the embodiment of the application.
[0059] As shown in Figure 5 , the electronic device 500 includes a processor 501 and a memory 503. The processor 501 and the memory 503 are connected, for example, through a bus 502. Optionally, the electronic device 500 can also include a transceiver 504. It should be noted that in actual application, the transceiver 504 is not limited to one, and the structure of the electronic device 500 does not constitute a limitation on the embodiments of the application.
[0060] The processor 501 can be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array) or other programmable logic device, transistor logic device, hardware component, or any combination thereof. It can implement or execute the various exemplary logical blocks, modules and circuits described in connection with the present disclosure. The processor 501 can also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, etc.
[0061] The bus 502 can include a path for transmitting information between the above-mentioned components. The bus 502 can be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. The bus 502 can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 5 Only one thick line is used in the figure, but it does not mean that there is only one bus or only one type of bus.
[0062] The memory 503 is used to store a computer program corresponding to the vehicle control method of the above-mentioned embodiments of the present application, which is controlled and executed by the processor 501. The processor 501 is used to execute the computer program stored in the memory 503 to realize the content shown in the above-mentioned method embodiments.
[0063] Among them, Figure 5 The electronic device 500 shown is only an example and should not limit the functions and use range of the embodiments of the present application.
[0064] The electronic device of the embodiments of the present application can realize real-time adjustment of the torque of each wheel of the vehicle according to the actual state of the vehicle by implementing the vehicle control method of the above-mentioned embodiments, thereby helping to improve the safety performance of the vehicle during driving.
[0065] Further, the present application proposes a vehicle control device.
[0066] Figure 6 is a structural block diagram of the vehicle control device of the embodiments of the present application.
[0067] As Figure 6As shown, the vehicle control device 100 includes: an acquisition module 101, used to acquire the current state and target state of the vehicle, and obtain the longitudinal driving force, yaw acceleration and the rate of change of the center of gravity sideslip angle of the vehicle based on the current state and target state, and obtain the vehicle torque distribution parameters based on the longitudinal driving force, yaw acceleration, rate of change of the center of gravity sideslip angle and target state; and a control module 102, used to control the vehicle based on the vehicle torque distribution parameters.
[0068] It should be noted that other specific embodiments of the vehicle control device of the present invention can be found in the vehicle control method of the above embodiments.
[0069] The vehicle control device of this invention can adjust the torque of each wheel of the vehicle in real time according to the actual state of the vehicle, thereby helping to improve the safety performance of the vehicle when driving.
[0070] Furthermore, the present invention proposes a vehicle control system.
[0071] Figure 7 This is a structural block diagram of the vehicle control system according to an embodiment of the present invention.
[0072] like Figure 7 As shown, the vehicle control system 10 includes the vehicle control device 100 described above.
[0073] The vehicle control system of this invention, through the vehicle control device of the above embodiment, can realize real-time adjustment of the torque of each wheel of the vehicle according to the actual state of the vehicle, thereby helping to improve the safety performance of the vehicle when driving.
[0074] Furthermore, the present invention proposes a vehicle.
[0075] In this embodiment of the invention, the vehicle includes the aforementioned electronic device 500 or the aforementioned vehicle control system 10.
[0076] The vehicle of this invention, through the electronic equipment of the above embodiments or the vehicle control system of the above embodiments, can realize real-time adjustment of the torque of each wheel of the vehicle according to the actual state of the vehicle, thereby helping to improve the safety performance of the vehicle when driving.
[0077] It is to be appreciated that the logical and / or steps represented in the flowcharts, or described herein in other manners, can be considered as a list of ordered steps for implementing logical functions, and can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor- imbedded systems, or other systems that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions, or in conjunction with the instruction execution system, apparatus, or device. For purposes of this specification, a "computer-readable medium" can be any apparatus that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. The computer-readable medium can be a more specific example (non-exhaustive list) including the following: an electronic connection having one or more wires (electronic apparatus), a portable computer diskette (magnetic apparatus), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber apparatus, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium can even be paper or other suitable medium on which the program can be printed, since the program can be electronically obtained, for example, by optically scanning the paper or other medium, then editing, interpreting, or otherwise processing the optically scanned output, and then storing the processed output in a computer memory.
[0078] It should be understood that various aspects of the application can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiment, various steps or methods can be implemented in software or firmware that is stored in memory and executed by a suitable instruction execution system. If implemented in hardware, and in another embodiment, any of the following technologies, or a combination thereof, can be used: discrete logic circuitry having logic gates for implementing logic functions upon data signals, application specific integrated circuits having appropriate combinational logic gates, programmable gate arrays (PGA), field programmable gate arrays (FPGA), and the like.
[0079] In the description of the specification, the description of the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" and the like means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any appropriate manner in one or more embodiments or examples.
[0080] In the description of the present application, the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate the orientation or positional relationship shown in the drawings, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and cannot be understood as a limitation of the present application.
[0081] In addition, the terms "first", "second" are only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined with "first", "second" can explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "a plurality of" is at least two, for example, two, three, etc., unless otherwise specifically limited.
[0082] In the description of the present application, unless otherwise stated, the terms "mounting", "connecting", "connecting", "fixing" and the like should be broadly understood, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements, unless otherwise explicitly limited. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.
[0083] In the present application, unless otherwise specifically stated and limited, the first feature is "on" or "under" the second feature, which can be direct contact between the first and second features, or indirect contact between the first and second features through an intermediate medium. Moreover, the first feature "above", "above" and "above" the second feature can be directly above or obliquely above the first feature, or only indicate that the horizontal height of the first feature is higher than that of the second feature. The first feature "below", "below" and "below" the second feature can be directly below or obliquely below the first feature, or only indicate that the horizontal height of the first feature is less than that of the second feature.
[0084] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as a limitation of the present application, and those skilled in the art can make changes, modifications, replacements and variations to the above embodiments within the scope of the present application.
Claims
1. A vehicle control method characterized by, The method comprises: obtaining a current state and a target state of a vehicle; obtaining a longitudinal driving force, a yaw angular acceleration and a center of mass side slip angle change rate of the vehicle according to the current state and the target state; obtaining a vehicle torque distribution parameter according to the longitudinal driving force, the yaw angular acceleration, the center of mass side slip angle change rate and the target state, and controlling the vehicle according to the vehicle torque distribution parameter.
2. The vehicle control method according to claim 1, characterized by, The current state comprises an actual vehicle speed of the vehicle, the target state comprises a target vehicle speed of the vehicle, and the longitudinal driving force is obtained according to the following formula: u(t)= e(t)+ , wherein u(t) is the longitudinal driving force, is a preset proportional coefficient, e(t) is a difference between the target vehicle speed and the actual vehicle speed, is a preset integral coefficient, t is time, is a preset differential coefficient.
3. The vehicle control method according to claim 1, characterized by, The target state comprises a target yaw angular velocity, the yaw angular acceleration of the vehicle is obtained according to the current state and the target vehicle speed, and the yaw angular acceleration of the vehicle is obtained according to the target yaw angular velocity and the current state. The current state further comprises a yaw angular velocity of the vehicle, a first distance between a front axle of the vehicle and a center of mass of the vehicle, a second distance between a rear axle of the vehicle and the center of mass of the vehicle, a first lateral reaction force borne by a front wheel of the vehicle, a second lateral reaction force borne by a rear wheel of the vehicle, a roll moment of inertia of the vehicle, a yaw moment of inertia of the vehicle, a center of mass side slip angle of the vehicle, a vertical velocity of the vehicle, and a front wheel rotation angle of the vehicle, and the yaw angular acceleration is obtained according to the following formula: The current state further comprises a lateral velocity of the vehicle and a mass of the vehicle, and the center of mass side slip angle change rate is obtained according to the following formula:
4. The vehicle control method according to claim 3, characterized by, The vehicle torque distribution parameter is obtained according to the longitudinal driving force, the yaw angular acceleration, the center of mass side slip angle change rate and the target vehicle speed, and the vehicle torque distribution parameter is obtained according to the target vehicle speed and a corresponding relationship between the vehicle speed and the torque distribution parameter. ， wherein, is the yaw angular acceleration, is the first lateral reaction force, is the second lateral reaction force, is the yaw angular velocity, is the first distance, is the second distance, is the front wheel steering angle, is the yaw moment of inertia, is the additional yaw moment, is the roll moment of inertia, is the center of mass side slip angle, is the vertical velocity.
5. The vehicle control method according to claim 4, characterized by The computer program is executed by the processor to implement the vehicle control method according to any one of claims 1-6. ， wherein, is the lateral acceleration, is the vehicle mass, is the lateral velocity.
6. The vehicle control method according to claim 1, characterized by The device comprises: an obtaining module, configured to obtain a current state and a target state of a vehicle, and obtain a longitudinal driving force, a yaw angular acceleration and a center of mass side slip angle change rate of the vehicle according to the current state and the target state, and obtain a vehicle torque distribution parameter according to the longitudinal driving force, the yaw angular acceleration, the center of mass side slip angle change rate and the target state; a control module, configured to control the vehicle according to the vehicle torque distribution parameter.
7. An electronic device, comprising: The electronic device according to claim 7 or the vehicle control system according to claim 9.
8. A vehicle control device characterized by comprising: 9. A vehicle control system characterized by comprising: 10. A vehicle characterized by comprising: