Vehicle control method for racing mode, controller, storage medium and program product

Abstract

The invention provides a vehicle control method for a racing mode, and the method comprises the steps: determining the friction performance of each driving wheel of a vehicle when the vehicle enters the racing mode; and a driving torque distribution strategy is started, the driving torque distribution strategy comprises the step that the driving torque is distributed to the driving wheels of the vehicle according to the determined friction performance, and the driving torque obtained by the driving wheels with the better friction performance is larger. The invention also provides different control methods, a controller, a storage medium and a storage product.

Description

Technical Field

[0001] This application relates to vehicle control technology, and more specifically, to vehicle control technology in racing mode. Background Technology

[0002] In racing mode, drivers primarily seek an exhilarating experience of high-speed driving. Therefore, it's necessary to provide more intelligent control over aspects such as traction and braking. Summary of the Invention

[0003] According to one aspect of this application, a vehicle control method is provided, characterized in that the method includes: when the vehicle enters racing mode, determining the friction performance of each drive wheel of the vehicle; activating a drive torque distribution strategy, the drive torque distribution strategy including distributing drive torque to the drive wheels of the vehicle according to the determined friction performance, wherein the drive wheel with better friction performance receives a greater drive torque.

[0004] Optionally, in the vehicle control method in racing mode, the drive torque distribution strategy includes distributing drive torque to the drive wheels according to the ratio of the normal pressure of the drive wheels on the ground to the vehicle's weight.

[0005] Optionally, in the vehicle control method in racing mode, the method further includes: in response to vehicle steering, activating a braking torque distribution strategy, the braking torque distribution strategy including applying braking torque to one of the inner wheels of the drive wheels, the absolute value of the applied braking torque being less than the absolute value of the drive torque of the one inner wheel.

[0006] Optionally, in the vehicle control method in racing mode, the method further includes: determining the vehicle steering when the vehicle steering wheel angle is greater than an angle threshold and the vehicle's lateral acceleration is greater than a lateral acceleration threshold.

[0007] Optionally, in the vehicle control method in racing mode, the method further includes: when the vehicle is driving in four-wheel drive, the inner wheel is the inner wheel with poor friction performance among the inner drive wheels of the vehicle; or, when the vehicle is driving in four-wheel drive, braking torque is applied to the two inner wheels respectively, wherein the braking torque applied to the inner wheel with poor friction performance is greater than the braking torque applied to the inner wheel with good friction performance.

[0008] Optionally, in the vehicle control method in racing mode, the method further includes: activating a suspension adjustment strategy in response to vehicle steering, the suspension adjustment strategy including adjusting the vehicle suspension height according to the vehicle's steering condition, such that the height difference between the inner and outer suspension heights is a determined adjustment amount, the adjustment amount being related to the vehicle's tilt angle during steering. As an example, the suspension adjustment strategy includes lowering the inner suspension height. As an example, the suspension adjustment strategy further includes lowering the inner suspension height and raising the outer suspension height.

[0009] According to another aspect of this application, a vehicle control method is also provided, comprising, when the vehicle is in racing mode, activating a braking torque distribution strategy in response to vehicle steering, the braking torque distribution strategy comprising applying a braking torque to one of the inner wheels of the drive wheels, the absolute value of the applied braking torque being less than the absolute value of the drive torque of the one inner wheel.

[0010] According to the vehicle control method provided in this application example, as an example, the applied braking torque is related to the rolling radius of the inner wheel, the normal pressure on the ground, the lateral acceleration, the vehicle speed, the steering angle, the road friction coefficient, and the driving force of the inner wheel.

[0011] According to another aspect of this application, a vehicle control method is also provided, comprising, when the vehicle is in racing mode, activating a suspension adjustment strategy in response to vehicle steering, the suspension adjustment strategy comprising adjusting the vehicle suspension height according to the vehicle steering condition such that the height difference between the inner and outer suspension is a determined adjustment amount, the adjustment amount being related to the vehicle body tilt angle when the vehicle is steering.

[0012] According to the vehicle control method provided in this application example, the suspension adjustment strategy includes: lowering the height of the inner suspension of the vehicle. Optionally, the suspension adjustment strategy further includes: lowering the height of the inner suspension of the vehicle and raising the height of the outer suspension of the vehicle.

[0013] According to another aspect of this application, a controller is also provided, which includes a memory and a processor. The memory is used to store one or more programs, and the processor is used to execute the one or more programs to implement any of the vehicle control methods for racing mode according to the examples of this application.

[0014] According to another aspect of this application, a storage medium is also provided for storing one or more programs that, when executed by a processor, implement any one of the vehicle control methods for racing mode according to the examples of this application.

[0015] According to another aspect of this application, a computer program product is also provided, wherein the one or more programs, when executed by a processor, implement any one of the vehicle control methods for racing mode according to the examples of this application.

[0016] By employing different examples according to this application, more control methods can be provided from different aspects such as driving, braking, and suspension control without increasing the burden on the driver. Attached Figure Description

[0017] The embodiments of this application will be described in detail below with reference to the accompanying drawings, so that this application can be more fully understood, wherein:

[0018] Figure 1 It is a schematic diagram of a two-dimensional model of a vehicle;

[0019] Figure 2 This is a flowchart of a vehicle control method according to the first example of this application;

[0020] Figure 3 This is a flowchart of a vehicle control method according to the second example of this application;

[0021] Figure 4 This is a flowchart of a vehicle control method according to the third example of this application;

[0022] Figure 5 It is a schematic diagram of a vehicle turning left.

[0023] Figure 6 These are vehicle control methods based on some examples of this application;

[0024] Figure 7 This indicates a vehicle equipped with a dual-motor configuration;

[0025] Figure 8 This illustrates a vehicle with a three-motor configuration;

[0026] Figure 9 This illustrates another vehicle with a three-motor configuration;

[0027] Figure 10 This illustrates a vehicle with a four-motor configuration;

[0028] Figure 11 The graph of F1(x) is shown;

[0029] Figure 12 The graph of F2(x) is shown;

[0030] Figure 13 This illustrates the relationship between the steering of the rear wheels and the steering of the front wheels when a vehicle is turning.

[0031] Figure 14 and Figure 15 The images show the wheels that are subjected to braking force when front-wheel drive and rear-wheel drive vehicles make a left turn, respectively.

[0032] Figures 16 to 18 The demonstration showed the wheels that were braked when a four-wheel drive vehicle made a left turn, with the drive motor configuration of the four-wheel drive vehicles varying.

[0033] Figure 19 This is a schematic diagram of the controller 190 according to the example of this application;

[0034] Figure 20 This is a schematic diagram of the control system according to an embodiment of this application. Detailed Implementation

[0035] To help those skilled in the art to more accurately understand the subject matter claimed in this application, the specific embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0036] Figure 1 This is a schematic diagram of a four-wheeled vehicle planar model, used only to illustrate some parameters involved in the embodiments of this application, and not to limit the actual structure and size of the vehicle. Figure 1 As shown, vehicle 1 includes a left front wheel 10, a right front wheel 12, a left rear wheel 20, and a right rear wheel 22. The distance from the vehicle's center of gravity 30 to the front axle 1012 is the front longitudinal wheelbase 301, and the distance from the vehicle's center of gravity 30 to the rear axle 2022 is the rear longitudinal wheelbase 302.

[0037] Figure 2 This is a flowchart of a vehicle control method according to the first example of this application. The method can be executed by a controller configured in the vehicle, and the method is executed once the vehicle enters racing mode; that is, the control method is used for a vehicle in racing mode. By way of example, and not limitation, the road surface in this example is a racetrack.

[0038] In step S200, the friction performance of each drive wheel of the vehicle is determined. This friction performance is the friction performance of the vehicle when it is traveling on the current road surface.

[0039] Taking four-wheel drive as an example, the normal force between each drive wheel and the ground in the z-axis direction is determined based on relevant parameters, which is the clamping force between each drive wheel and the ground. Relevant parameters may include the vehicle's mass m, front wheelbase 301, rear wheelbase 302, the height h of the vehicle's center of gravity 30 from the ground, and the vehicle's longitudinal acceleration a. x Lateral acceleration a x Longitudinal acceleration a can be obtained from an accelerometer or from previously acquired data. xOther relevant systems or components are obtained. Other relevant parameters are known. In this example, the known parameters are pre-stored in the vehicle for later retrieval. Furthermore, when a coordinate system is mentioned in this application example, it refers to the vehicle coordinate system.

[0040] In the examples of this application, the predetermined parameters can be determined based on the relevant parameters. The predetermined parameters may include any one or more of the following: front axle parameters, rear axle parameters, left front wheel parameters, right front wheel parameters, left rear wheel parameters, and right rear wheel parameters. Each of the left front wheel parameters, right front wheel parameters, left rear wheel parameters, and right rear wheel parameters is related to the friction performance between the vehicle and the ground. The front axle parameters and rear axle parameters are related to the vehicle's mass and longitudinal acceleration.

[0041] As an example, predetermined parameters can be calculated according to formula sets (1), (2), and (3), where Fzwheel FA Fzwheel represents the sum of the normal forces between the two front wheels and the ground. RA Fzwheel represents the sum of the normal forces between the two rear wheels and the ground. FL Fzwheel represents the normal force between the left front wheel and the ground. FR Fzwheel represents the normal force between the right front wheel and the ground. RL Fzwheel represents the normal force between the left rear wheel and the ground. RR The normal force between the right rear wheel and the ground is represented by m, where m is the vehicle's mass, g is the acceleration due to gravity, and a is the force of gravity. x Let be the vehicle's longitudinal acceleration, ay be the vehicle's lateral acceleration, h be the distance from the vehicle's center of mass 30 to the ground, and l be the distance between the vehicle's front and rear axles, which is the sum of the vehicle's front longitudinal track distance 301 and rear longitudinal track distance 302. F This indicates that the vehicle's front longitudinal wheelbase is 301, l R This indicates a rear longitudinal distance of 302, W F W represents the distance between the two front wheels. R F represents the distance between the two rear wheels. yFA F represents the lateral component of the frictional force between the two front wheels and the ground (i.e., the component in the lateral direction of the vehicle). yRA This represents the lateral component of the frictional force between the two rear wheels and the ground.

[0042]

[0043] The above calculations are based on Fzwheel. FA and Fzwheel RA Formula group (1) and calculation of F y FA and F ySubstituting formula group (2) of RA into formula group (3), the normal force between the left front wheel and the ground, the normal force between the right front wheel and the ground, the normal force between the left rear wheel and the ground, and the normal force between the right rear wheel and the ground can be calculated. As representatives of the parameters of the left front wheel, right front wheel, left rear wheel, and right rear wheel, the normal force between the left front wheel and the ground, the normal force between the right front wheel and the ground, the normal force between the left rear wheel and the ground, and the normal force between the right rear wheel and the ground can be used to represent the friction performance between the wheel and the ground. Simply put, the larger the coefficient of friction, the better the friction performance of the tire on the ground. The friction force between the wheel and the ground can be determined by multiplying the coefficient of friction between the wheel and the ground by the normal force between the wheel and the ground. At the same time, considering that the coefficients of friction of the four wheels of the vehicle on the track are basically similar, it can be considered that the normal force between the wheel and the ground is proportional to the friction performance. That is to say, the larger the normal force, the better the friction performance.

[0044] In step S202, a drive torque distribution strategy is activated, which includes distributing drive torque according to the determined friction performance. The better the friction performance of the drive wheel, the greater the drive torque distributed to it.

[0045] In this example, the driving torque is distributed based on the frictional properties between the wheels and the ground. These frictional properties can be represented by the normal force; therefore, it can also be said that the driving torque is distributed based on the normal force exerted by the wheels on the ground in this example. Furthermore, the driving torque is distributed to each wheel based on the normal force exerted by each wheel on the ground as determined in step S200. For example, the driving torque is distributed to each drive wheel based on the ratio of the normal force exerted by each drive wheel on the ground to the vehicle's weight.

[0046] Taking four-wheel drive as an example again, the driving torque to be applied to the drive wheels can be calculated one by one according to the formula in formula group (4), where Mmotor FL This indicates the drive torque to be applied to the left front wheel, Mmotor FR This indicates the drive torque to be applied to the right front wheel; Mmotor RL This indicates the drive torque to be applied to the left rear wheel, Mmotor FR This indicates the drive torque to be applied to the right rear wheel; MDriveRequestTotal indicates the total drive torque requested by the drive request; and FzVehicle indicates the vehicle's weight.

[0047]

[0048] Execution as Figure 2The method shown allows for the distribution of greater driving torque to the wheels with better friction performance when the total driving torque is fixed, thereby reducing the driving torque received by the wheels with poor friction performance. This effectively prevents the wheels with poor friction performance from spinning freely during high-speed driving, ensuring the stability of the vehicle during high-speed driving.

[0049] Figure 3 This is a flowchart of a vehicle control method according to the second example of this application. The method can be executed by a controller configured in the vehicle, and the vehicle is in racing mode. In this example, the road surface on which the vehicle travels is, for example, a racetrack.

[0050] like Figure 3 As shown, in step S402, it is determined whether a vehicle lateral acceleration signal has been received. If it is determined that a vehicle lateral acceleration signal has been received, the process proceeds to step S403; otherwise, step S402 continues. The vehicle lateral acceleration signal is a signal generated based on sensing data from a lateral acceleration sensor installed in the vehicle. In step S403, it is determined that the received lateral acceleration signal represents the lateral acceleration 'a'. y If the lateral acceleration exceeds a threshold value, proceed to step S404; otherwise, continue with this step. In step S404, in response to the lateral acceleration exceeding the threshold value, a braking torque distribution strategy is activated. This strategy involves applying braking torque to one of the inner drive wheels, the absolute value of which is less than the absolute value of the drive torque of that inner wheel. According to an example of this application, the applied braking torque is related to the rolling radius of the inner wheel, the normal force on the ground, the lateral acceleration, the vehicle speed, the steering angle, the road surface friction coefficient, and the driving force of the inner wheel.

[0051] In the example of this application, vehicle steering is determined when both the steering wheel angle and the lateral acceleration signal (represented by the lateral acceleration signal) are greater than a certain threshold. Vehicle steering is a response where both conditions are simultaneously met. The steering wheel angle can be determined, for example, by a steering wheel angle sensor.

[0052] If the vehicle implementing the present invention is known to be four-wheel drive or can switch between two-wheel drive and four-wheel drive, the method may further include step S400, determining the frictional properties of each drive wheel of the vehicle with the ground. In the case of a front-wheel drive or rear-wheel drive vehicle, a braking torque is applied to the inner drive wheel of the vehicle, and the applied braking torque is less than the driving torque applied to that wheel. In the case of a four-wheel drive vehicle, a braking torque is applied to the drive wheel with the worst friction among the inner drive wheels of the vehicle, and the applied braking torque is less than the driving torque applied to that wheel. Whether the vehicle is two-wheel drive or four-wheel drive is known in advance. If the vehicle can switch between two-wheel drive and four-wheel drive, the current drive mode of the vehicle can be determined by detecting a drive mode switching signal.

[0053] In addition, according to Figure 4 In the embodiment of the method shown, if it is known that the vehicle can only operate in two-wheel drive mode, the friction performance between the wheels and the ground can be uncertain during the implementation of this braking strategy.

[0054] In racing mode, vehicles travel at relatively higher speeds, making them more prone to losing control when turning. In this embodiment, based on this application... Figure 4 The described method applies braking torque to one of the vehicle's drive wheels, thereby providing lateral support to that wheel and preventing it from slipping. In this application, "inner wheel" refers to the wheel on the side facing the vehicle's steering direction; for example, if the vehicle is turning right, the two right-side wheels are the inner wheels, and if the vehicle is turning left, the two left-side wheels are the inner wheels.

[0055] According to some examples in this application, the braking torque distribution strategy can be deactivated when the vehicle is detected to have begun to move straight. Whether the vehicle has resumed straight-line driving can be determined in different ways. For example, lateral acceleration a y It becomes zero, etc. In some cases, this can be achieved through steering input signals from the steering wheel, etc.

[0056] Figure 4 This is a flowchart of a vehicle control method according to a third example of this application. The method can be executed by a controller configured in the vehicle, and the vehicle is in racing mode. In this embodiment, the road surface on which the vehicle travels is, for example, a racetrack.

[0057] like Figure 4 As shown, in step S500, it is determined whether the vehicle is turning. For example, when the vehicle's lateral acceleration a... yA value greater than the lateral acceleration threshold indicates that the vehicle is turning. If the vehicle is determined to be turning, proceed to step S502; otherwise, continue to step S500. In step S502, a suspension adjustment strategy is activated. In this example, the suspension adjustment strategy includes adjusting the vehicle suspension height according to the vehicle's turning behavior, such that the height difference between the inner and outer suspensions is a determined adjustment amount. This adjustment amount is related to the vehicle's tilt angle when turning. The inner suspension refers to the suspension on the side facing the vehicle's turning direction, and the opposite side is the outer suspension. In this example, the determination of whether the vehicle is turning can be achieved by combining... Figure 3 Steps S400 to S403 are described. Thus, in step S502, in response to the lateral acceleration being greater than the lateral acceleration threshold, a suspension adjustment strategy is initiated.

[0058] According to the example in this application, adjusting the suspension height involves lowering the inner suspension height by a predetermined adjustment amount. Generally, the adjustable range of the suspension height is limited. According to a further example in this application, when the desired adjustment amount exceeds the adjustable range of the inner suspension, the inner suspension height is lowered until it cannot be lowered further, and then the outer suspension height is raised. The amount by which the outer suspension is raised is the difference between the predetermined adjustment amount and the adjustable range of the inner suspension.

[0059] According to another example of this application, adjusting the suspension height includes: lowering the inner suspension height and raising the outer suspension height. That is, based on a determined adjustment amount, the inner suspension height is lowered while the outer suspension height is raised, as long as the sum of the lowering and raising amounts equals the determined adjustment amount.

[0060] Figure 5 This is a schematic diagram illustrating a vehicle making a left turn. For example... Figure 5 As shown, during this steering process, the vehicle body will tilt towards the steering side, and the tilt angle is represented by θ in the figure. It is the angle between the vehicle body and the horizontal plane. The amount of suspension adjustment to be determined can be determined according to formula (5):

[0061]

[0062] Where Δhsusp represents the determined adjustment amount of the suspension height, l wheel width Indicates the distance between the two front wheels or the two rear wheels, a y Let v represent the vehicle's lateral acceleration, v represent the vehicle speed, ω represent the vehicle's yaw rate around the z-axis, and g represent the acceleration due to gravity.

[0063] After calculating the adjustment amount Δhsusp, according to some examples of this application, the inner suspension height is lowered according to the determined amount Δhsusp. If the amount Δhsusp exceeds the adjustable range of the inner suspension, the outer suspension can be raised after lowering the inner suspension height. For example, the inner suspension can be lowered according to the maximum adjustment range of the suspension height, and then the outer suspension can be raised; the amount raised is the portion of Δhsusp that was not fully achieved by the inner suspension. In another example, the inner suspension height is lowered by a first adjustment amount according to the determined amount Δhsusp, and the outer suspension is raised by a second adjustment amount. The values ​​of the first and second adjustment amounts can be set as long as the adjusted inner suspension is Δhsusp lower than the outer suspension. Through such suspension adjustment, ride comfort can be improved.

[0064] The different embodiments described above in conjunction with the accompanying drawings can be combined with each other, for example, Figure 2 The first example described, combined Figure 3 The second example described, combined Figure 4 Any two or three of the examples described in the third example can be combined to form a new example.

[0065] Figure 6 This is a vehicle control method based on some examples of this application, wherein the method is executed when the vehicle enters racing mode, and the method combines the three examples described above.

[0066] In step S600, the friction performance between each drive wheel of the vehicle and the ground is determined. In step S602, when the vehicle is in racing mode, the drive torque distribution strategy is activated. The torque distribution strategy is as described above. Figure 2 As described. In step S604, it is determined whether the vehicle is steering. If steering is determined, in step S606, in response to the steering, the braking torque distribution strategy and suspension adjustment strategy are activated. If it is determined that the vehicle is not steering, step S604 continues. Specific examples of the braking torque distribution strategy and suspension adjustment strategy have been provided above in conjunction with the appendix. Figure 3 and Figure 4 The introduction will not be repeated.

[0067] The following combination Figures 7 to 10 The text further describes the drive torque distribution strategy and braking torque distribution strategy of the vehicle when the motor configuration is different.

[0068] Figure 7 The illustration shows a vehicle with a dual-motor configuration. In this example, motor 70 drives the left and right front wheels via the front axle, and motor 72 drives the left and right rear wheels via the rear axle. In this configuration, the drive torque allocated to the front axle and the drive torque allocated to the rear axle are calculated according to formula group (6).

[0069]

[0070] Among them, Mmotor FA This indicates the drive torque to be applied to the front axle, Mmotor RA This indicates the drive torque to be applied to the rear axle, and MDriveRequestTotal represents the total drive torque requested in the drive request. Therefore, the expected drive torque generated by motor 70 is Mmotor. FA The driving torque generated by motor 72 is Mmotor RA .

[0071] Figure 8 This illustration depicts a vehicle with a three-motor configuration. In this example, motor 80 drives the left front wheel, motor 81 drives the right front wheel, and motor 82 drives the left and right rear wheels via the rear axle 83.

[0072] Under this configuration, the drive torque distributed to the rear axle 82 is calculated according to formula group (7).

[0073]

[0074] Therefore, the expected driving torque generated by motor 80 is Mmotor FL The driving torque generated by motor 81 is Mmotor FR The driving torque that motor 83 should produce is Mmotor RA .

[0075] Figure 9 This illustrates another vehicle with a three-motor configuration. In this example, motor 90 drives the left and right front wheels via the front axle, motor 91 drives the left rear wheel, and motor 92 drives the right rear wheel.

[0076] Under this configuration, the allocated drive torque is calculated according to formula group (8).

[0077]

[0078] Therefore, the driving torque that motor 90 should produce is Mmotor FA The driving torque that motor 91 should produce is Mmotor RL The driving torque that motor 92 should produce is Mmotor RR .

[0079] Figure 10 A vehicle with a four-motor configuration is illustrated. In this example, each wheel is driven by a separate motor, and the allocated drive torque is calculated according to formula (9).

[0080]

[0081] Therefore, the driving torque that the four motors should produce is respectively Mmotor FL Mmotor FR Mmotor RL Mmotor RR .

[0082] Back Figure 3 In determining the braking torque applied to the wheels, in this example, the braking force to be applied can be determined according to formula group (10):

[0083]

[0084] Where Fbwhl represents the applied braking force; MAxe represents the sum of the driving forces of the two wheels on the drive axle; rwheel represents the wheel rolling radius; μ represents the coefficient of friction between the tire and the ground; Fzwheel represents the normal force between the wheel and the ground; F(x) is a function relating the lateral acceleration a y The functions related to road surface friction coefficient μ, vehicle speed Vveh, and steering wheel angle sas.

[0085] Figure 11 This illustrates F1(x). Figure 12 This illustrates F2(x). Figure 11 In the graph, the horizontal axis represents vehicle speed in m / s, the straight line 110 is the function graph of F1(x), and the vertical axis represents dimensionless coefficients. Figure 12 In the diagram, the horizontal axis represents the steering wheel angle, the vertical axis represents the rear wheel angle, and the straight line 120 is the function graph of F2(x). F(x) can be calculated according to formula (11).

[0086]

[0087] Where k1 and k2 are the slopes of lines 110 and 120, respectively, and δsteer is the steering wheel angle.

[0088] Figure 13 This illustration depicts the relationship between rear-wheel and front-wheel steering during a vehicle's turn. In this example, compared to a conventional vehicle, all four wheels participate in the steering. During the turn, the rear wheels steer in opposite directions to the front wheels. Here, δ is the angle between the rear wheels and the longitudinal axis (x-axis), and the value of this angle δ is F(x). The examples according to this application are equally applicable. Figure 13 The vehicle shown.

[0089] Figure 14 and Figure 15 This illustrates the braking force applied to the wheels of both front-wheel drive and rear-wheel drive vehicles when they make a left turn. For example... Figure 14As shown, for a front-wheel drive vehicle, a braking torque Mbwhl is applied to the left front wheel; as Figure 15 As shown, for a rear-wheel drive vehicle, a braking torque Mbwhl is applied to the left rear wheel; wherein the braking torque can be determined based on the braking force calculated according to formula group (10).

[0090] Figures 16 to 18 This demonstrates the wheels on which braking force is applied when a four-wheel drive vehicle makes a left turn, with variations in the drive motor configurations of different vehicles. Generally speaking, for four-wheel drive vehicles, the braking torque Mbwhl is primarily considered to be applied to the inner drive wheels with the poorest friction. Figure 17 and Figure 18 This example illustrates the situation in which, Figure 17 The braking force is applied to the left front wheel, which has poor friction. Figure 18 The braking force is applied to the left rear wheel, which has poor friction. The braking torque can be determined based on the braking force calculated according to formula (10).

[0091] In some cases, it may be considered to apply braking force to the two inner drive wheels separately, with the inner drive wheel with poor friction receiving a greater braking force than the inner drive wheel with good friction. Figure 18 That's the situation. For example... Figure 18 As shown, the braking torque applied to the left front wheel is Mbwhl_FA, the braking torque applied to the left rear wheel is Mbwhl_RA, and the sum of the two braking torques is Mbwhl. As an example, Mbwhl can be distributed according to the ratio of good to bad friction performance.

[0092] Figure 19 This is a schematic diagram of the controller 190 according to the example of this application. Figure 19 As shown, the controller 190 includes a memory 1900 and a processor 1902. The memory 1900 stores one or more programs. The processor 1902 can execute the one or more programs to implement any of the examples of the vehicle control methods for racing mode described above in conjunction with the accompanying drawings. The processor 1902 can be a single-processor or multi-processor system of any architecture, including field-programmable gate arrays (FPGAs), central processing units (CPUs), application-specific integrated circuits (ASICs), digital signal processors (DSPs), or graphics processing units (GPUs) arranged similarly or dissimilarly. The memory can be, but is not limited to, random access memory (RAM), read-only memory (ROM), or other electronic, optical, magnetic, or any other computer-readable medium.

[0093] Figure 20This is a schematic diagram of the structure of a control system according to an embodiment of this application, wherein the controller 200 is configured to execute the vehicle control method for racing mode described in this application. Figure 20 As shown, controller 200 receives signals from sensor group 202. The term "sensor group" is used herein for ease of explanation and does not imply that the sensors described herein are associated with or configured together. Figure 20 As illustrated, sensor group 202 includes an accelerator pedal sensor 2021, wheel speed sensor 2022, yaw rate sensor, lateral acceleration sensor, and longitudinal acceleration sensor 2023, steering wheel angle sensor 2024, rear wheel angle sensor 2025, motor temperature sensor 2026, and suspension height sensor 2027. The sensing data from sensor group 202 can be transmitted to controller 200, which uses it as needed when executing any of the vehicle control methods for racing mode according to the examples of this application. Controller 200 can output drive torque distribution request signal 2021, brake torque request signal 2022, suspension height adjustment signal 2023, etc., wherein the drive torque distribution request signal includes, for example, a distribution request to different axles and wheels. The signals output by controller 200 can be transmitted to the corresponding control system and / or actuator. In some more specific examples, the signal output by controller 200 is transmitted to coordinating controller 400, which, when necessary, combines the signal transmitted by controller 300 of the vehicle traction control system for coordinated processing, and then sends signals 2021, 2022, and 2023 from controller 20 to motor 504, braking system 500, suspension system 502, etc.; as needed, coordinating controller 400 may also send signals to other components, such as issuing a signal to adjust the seat belt according to signal 2021 or signal 2022 to make the seat belt tighter or looser.

[0094] The output signal of controller 200 can be transmitted to motors, brakes, suspension systems, etc. In some cases, the output of controller 200 can be coordinated by the vehicle's vehicle control unit (VCU) before being output separately to avoid potential conflicts during vehicle control.

[0095] Figure 20 The controller 200 shown can be adopted Figure 19 Example controller 190. Alternatively, controller 200 can be implemented in a vehicle controller, etc.

[0096] According to the methods exemplified in this application, the methods can be implemented by program instructions in a vehicle controller, such as in the vehicle's overall controller, or separately in the vehicle's motor controller, braking system controller, and suspension system controller. Alternatively, according to the methods exemplified in this application, the methods can be implemented by program instructions in a separate controller, which is then installed in the vehicle and connected to relevant components and systems. This separate controller is, for example, a... Figure 20 The controller 200 in the middle.

[0097] Where there is no contradiction or conflict, the technical features in the various examples described herein may be combined with each other to form implementations not described herein, which should also be covered by the scope of this application.

[0098] Although specific embodiments of this application have been shown and described in detail to illustrate the principles of this application, it should be understood that this application may be implemented in other ways without departing from such principles, for example, the technical features of various embodiments / examples / exemplaries of this application may be combined with each other to form new implementation methods.

Claims

1. A vehicle control method, characterized in that, The method includes: When the vehicle enters racing mode, the friction performance of each drive wheel of the vehicle is determined; A drive torque distribution strategy is initiated, which includes distributing drive torque to the drive wheels of the vehicle based on determined friction performance, wherein the drive wheel with better friction performance receives a greater amount of drive torque.

2. The method according to claim 1, characterized in that, The drive torque distribution strategy includes distributing drive torque to the drive wheels based on the ratio of the normal force exerted by the drive wheels on the ground to the vehicle's weight.

3. The method according to claim 1, characterized in that, The method further includes: In response to vehicle steering, a braking torque distribution strategy is activated, which includes applying braking torque to one of the inner drive wheels, the absolute value of which is less than the absolute value of the drive torque of the inner drive wheel.

4. The method according to claim 3, characterized in that, The method further includes disabling the braking torque distribution strategy when the vehicle is detected to be switching to straight-line driving.

5. The method according to claim 3, characterized in that, The method further includes: determining the vehicle steering when the vehicle steering wheel angle is greater than an angle threshold and the vehicle's lateral acceleration is greater than a lateral acceleration threshold.

6. The method according to claim 3, characterized in that, When the vehicle is in four-wheel drive mode, the inner wheel is the inner wheel with poor friction performance among the inner drive wheels of the vehicle; or, when the vehicle is in four-wheel drive mode, braking torque is applied to the two inner wheels respectively, wherein the braking torque applied to the inner wheel with poor friction performance is greater than the braking torque applied to the inner wheel with good friction performance.

7. The method according to any one of claims 3 to 6, characterized in that, The method further includes: In response to vehicle steering, a suspension adjustment strategy is initiated, which includes adjusting the vehicle suspension height according to the vehicle steering situation, such that the height difference between the inner and outer suspension heights is a determined adjustment amount, the adjustment amount being related to the vehicle body tilt angle when the vehicle is steering.

8. The method according to claim 7, characterized in that, The suspension adjustment strategy includes: Lower the height of the vehicle's inner suspension.

9. The method according to claim 8, characterized in that, The suspension adjustment strategy further includes: Lower the height of the inner suspension of the vehicle and raise the height of the outer suspension of the vehicle.

10. A vehicle control method, characterized in that, The method includes: When the vehicle is in racing mode, in response to vehicle steering, a braking torque distribution strategy is activated, which includes applying braking torque to one of the inner wheels of the drive wheels, the absolute value of which is less than the absolute value of the drive torque of the inner wheel.

11. The method according to claim 10, characterized in that, The method further includes determining the frictional performance of each drive wheel of the vehicle, and when the vehicle is in four-wheel drive mode, the inner wheel is the inner drive wheel with poor frictional performance among the inner drive wheels of the vehicle.

12. The method according to claim 10, characterized in that, The method further includes determining the frictional performance of each drive wheel of the vehicle, and applying braking torque to the two inner wheels respectively when the vehicle is in four-wheel drive mode, wherein the braking torque applied to the inner wheel with poor frictional performance is greater than the braking torque applied to the inner wheel with good frictional performance.

13. The method according to claim 10, characterized in that, The method further includes: determining the vehicle steering when the vehicle steering wheel angle is greater than an angle threshold and the vehicle's lateral acceleration is greater than a lateral acceleration threshold.

14. The method according to claim 10, characterized in that, The method further includes disabling the braking torque distribution strategy when the vehicle is detected to be switching to straight-line driving.

15. The method according to any one of claims 10 to 14, characterized in that, The applied braking torque is related to the rolling radius of the inner wheel, the normal force on the ground, the lateral acceleration, the vehicle speed, the steering angle, the road friction coefficient, and the driving force of the inner wheel.

16. A vehicle control method, characterized in that, The method includes: When the vehicle is in racing mode, in response to vehicle steering, a suspension adjustment strategy is activated. The suspension adjustment strategy includes adjusting the vehicle suspension height according to the vehicle's steering condition, such that the height difference between the inner and outer suspension is a determined adjustment amount, which is related to the vehicle body tilt when the vehicle is steering.

17. The control method according to claim 16, characterized in that, The suspension adjustment strategy includes: lowering the height of the inner suspension of the vehicle.

18. The method according to claim 17, characterized in that, The suspension adjustment strategy further includes: lowering the height of the inner suspension of the vehicle and raising the height of the outer suspension of the vehicle.

19. A controller, characterized in that, The controller includes: Memory, used to store one or more programs; A processor for executing the one or more programs to implement the vehicle control method according to any one of claims 1 to 18.

20. A storage medium, characterized in that, The storage medium stores one or more programs implemented by instructions, which, when executed, implement the vehicle control method according to any one of claims 1 to 18.

21. A computer program product, characterized in that, The product includes one or more programs that, when executed, implement the vehicle control method in racing mode as described in any one of claims 1 to 18.

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