Vehicle control method and device, electronic equipment and readable storage medium

Abstract

Embodiments of the present application provide a vehicle control method and device, electronic equipment and readable storage medium. The method comprises: identifying a driving control intention input by a driver according to a driving parameter of a vehicle, the driving parameter comprising a steering parameter; if the driving control intention meets a first preset condition and the steering parameter meets a second preset condition, adjusting a target yaw rate to a first yaw rate; the first preset condition indicates that the driving control intention has a steering intention; the first yaw rate is determined based on a seven-degree-of-freedom model; the seven-degree-of-freedom model is used to represent the longitudinal, lateral, yaw and rotational motion of the four wheels of the vehicle; and adjusting the yaw moment of the vehicle according to the deviation between the target yaw rate and the actual yaw rate of the vehicle. The present application can effectively solve the control deviation problem of the traditional model under high-speed or large-angle working conditions.

Description

Vehicle control methods, devices, electronic equipment and readable storage media Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle control method, device, electronic device, and readable storage medium. Background Technology

[0002] During vehicle operation, especially when turning or subjected to external disturbances, the vehicle body is prone to yaw motion. If yaw instability occurs, it will seriously threaten driving safety. Therefore, yaw stability control of a vehicle is of paramount importance.

[0003] Currently, vehicles with traditional drive systems rely on hydraulic braking to control yaw stability. This method typically applies braking force to individual wheels to generate a corrective torque after the vehicle shows signs of instability, thus correcting the instability. However, the hydraulic system has a certain response delay, affecting the real-time performance of the control. Furthermore, braking consumes the vehicle's kinetic energy, reducing energy efficiency. Additionally, the jerking sensation during intervention affects driving smoothness and comfort.

[0004] To overcome the aforementioned problems, related technologies employ a distributed drive system for yaw stability control. This drive system, by independently adjusting the drive torque of the four wheels, can control the vehicle's attitude more quickly and precisely, without relying on friction braking, thereby improving response speed and driving comfort.

[0005] However, this method relies on a two-degree-of-freedom model to predict the yaw rate, which is suitable for conditions where the vehicle body is dynamically stable and the steering wheel angle does not change drastically. However, for actual driving scenarios, it is difficult to accurately reflect the complex dynamic characteristics of the vehicle, resulting in poor control performance. Summary of the Invention

[0006] This application provides a vehicle control method, device, electronic device, and readable storage medium, which can effectively solve the control deviation problem that occurs in traditional models under high-speed or large-angle conditions.

[0007] In a first aspect, embodiments of this application provide a vehicle control method, the method comprising: identifying a driving control intention input by a driver based on vehicle driving parameters, the driving parameters including steering parameters, the steering parameters including steering wheel angle and steering wheel rotation angular velocity; if the driving control intention meets a first preset condition and the steering parameters meet a second preset condition, then adjusting the target yaw rate to a first yaw rate; wherein, the first preset condition indicates that the driving control intention contains a steering intention; the second preset condition is: the steering wheel angle is greater than a preset angle threshold, and / or, the steering wheel rotation angular velocity is greater than a preset angular velocity threshold; the first yaw rate is determined based on a seven-degree-of-freedom model; the seven-degree-of-freedom model is used to characterize the longitudinal, lateral, yaw, and rotational motion of the vehicle's four wheels; and adjusting the vehicle's yaw moment based on the deviation between the target yaw rate and the vehicle's actual yaw rate.

[0008] Secondly, embodiments of this application provide a vehicle control device, including:

[0009] The intent recognition module is used to recognize the driving control intent input by the driver based on the vehicle's driving parameters, including steering parameters, which include steering wheel angle and steering wheel rotation angular velocity.

[0010] The adjustment module is used to adjust the target yaw rate to the first yaw rate if the driving control intention meets the first preset condition and the steering parameters meet the second preset condition; wherein, the first preset condition indicates that the driving control intention has a steering intention; the second preset condition is: the steering wheel angle is greater than a preset angle threshold, and / or, the steering wheel rotation angular velocity is greater than a preset angular velocity threshold; the first yaw rate is determined based on a seven-degree-of-freedom model; the seven-degree-of-freedom model is used to characterize the longitudinal, lateral, yaw, and rotational motion of the vehicle and the four wheels;

[0011] The control module is used to adjust the vehicle's yaw moment based on the deviation between the target yaw rate and the vehicle's actual yaw rate.

[0012] Thirdly, embodiments of this application provide a vehicle, including: a memory and a processor;

[0013] The memory stores the instructions that the computer executes;

[0014] The processor executes computer execution instructions stored in memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0015] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0016] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0017] In this embodiment, the driving control intention input by the driver is identified based on the vehicle's driving parameters, including steering parameters such as steering wheel angle and steering wheel rotation angular velocity. If the driving control intention meets a first preset condition and the steering parameters meet a second preset condition, the target yaw rate is adjusted to a first yaw rate. The first preset condition indicates that the driving control intention contains a steering intent. The second preset condition is that the steering wheel angle is greater than a preset angle threshold, and / or the steering wheel rotation angular velocity is greater than a preset angular velocity threshold. The first yaw rate is determined based on a seven-degree-of-freedom model. The seven-degree-of-freedom model characterizes the vehicle's longitudinal, lateral, yaw, and rotational motions of the four wheels. The yaw moment of the vehicle is adjusted based on the deviation between the target yaw rate and the vehicle's actual yaw rate. This effectively solves the control deviation problem that occurs in traditional models under high-speed or large-angle conditions. By integrating a dynamic vehicle model, the yaw control target can maintain high-precision tracking in both steady-state and dynamic scenarios, ensuring that the vehicle accurately reflects the driver's steering intention under various driving conditions. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0019] Figure 1 is a schematic diagram of a distributed drive system to which a vehicle control method according to an embodiment of this application is applied;

[0020] Figure 2 is a schematic flowchart of one of the vehicle control methods provided in the embodiments of this application;

[0021] Figure 3 is a second schematic flowchart of the vehicle control method provided in the embodiments of this application;

[0022] Figure 4 is a schematic diagram of the change in longitudinal acceleration of a vehicle according to an embodiment of this application;

[0023] Figure 5 is a schematic diagram of the change in lateral acceleration of a vehicle according to an embodiment of this application;

[0024] Figure 6 is a schematic diagram of a seven-degree-of-freedom model provided in an embodiment of this application;

[0025] Figure 7 is a third schematic flowchart of the vehicle control method provided in the embodiments of this application;

[0026] Figure 8 is a fourth schematic flowchart of the vehicle control method provided in the embodiments of this application;

[0027] Figure 9 is a fifth flowchart illustrating the vehicle control method provided in this application embodiment;

[0028] Figure 10 is a schematic flowchart of the vehicle control method provided in the embodiments of this application (the sixth one).

[0029] Figure 11 is a schematic flowchart of the vehicle control method provided in the embodiment of this application (the seventh one).

[0030] Figure 12 is a structural schematic diagram of a vehicle control device provided in an embodiment of this application;

[0031] Figure 13 is a structural schematic diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0032] The embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described below do not represent all embodiments consistent with this application. They are merely examples of systems and methods consistent with some aspects of this application as detailed in the claims.

[0033] It should be noted that the brief descriptions of terms in this application are only for the convenience of understanding the embodiments described below, and are not intended to limit the embodiments of this application. Unless otherwise stated, these terms should be understood in their ordinary and common meaning.

[0034] The terms "first," "second," "third," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar or related objects or entities, and do not necessarily imply a specific order or sequence, unless otherwise specified. It should be understood that such terms are interchangeable where appropriate.

[0035] The terms “comprising” and “having”, and any variations thereof, are intended to cover but not exclude inclusion, for example, a product or device that includes a range of components is not necessarily limited to all of the components that are clearly listed, but may include other components that are not clearly listed or that are inherent to such product or device.

[0036] The term "module" refers to any known or subsequently developed hardware, software, firmware, artificial intelligence, fuzzy logic, or combination of hardware and / or software code that is capable of performing the functions associated with that element.

[0037] Currently, vehicles with traditional drive systems rely on hydraulic braking to control yaw stability. This method typically applies braking force to individual wheels to generate a corrective torque after the vehicle shows signs of instability, thus correcting the instability. However, the hydraulic system has a certain response delay, affecting the real-time performance of the control. Furthermore, braking consumes the vehicle's kinetic energy, reducing energy efficiency. Additionally, the jerking sensation during intervention affects driving smoothness and comfort.

[0038] To overcome the aforementioned problems, related technologies employ a distributed drive system for yaw stability control. This drive system, by independently adjusting the drive torque of the four wheels, can control the vehicle's attitude more quickly and precisely, without relying on friction braking, thereby improving response speed and driving comfort.

[0039] However, this method relies on a two-degree-of-freedom model to predict the yaw rate, which is suitable for conditions where the vehicle body is dynamically stable and the steering wheel angle does not change drastically. However, for actual driving scenarios, it is difficult to accurately reflect the complex dynamic characteristics of the vehicle, resulting in poor control performance.

[0040] In view of this, embodiments of this application provide a vehicle control method. Based on the vehicle's driving parameters, the method identifies the driver's input driving control intention. These driving parameters include steering parameters, specifically the steering wheel angle and steering wheel angular velocity. If the driving control intention meets a first preset condition and the steering parameters meet a second preset condition, the target yaw rate is adjusted to a first yaw rate. The first preset condition indicates that the driving control intention contains a steering intent. The second preset condition is that the steering wheel angle is greater than a preset angle threshold, and / or the steering wheel angular velocity is greater than a preset angular velocity threshold. The first yaw rate is determined based on a seven-degree-of-freedom model. The seven-degree-of-freedom model characterizes the vehicle's longitudinal, lateral, yaw, and rotational motions of the four wheels. The yaw moment of the vehicle is adjusted based on the deviation between the target yaw rate and the vehicle's actual yaw rate. This effectively solves the control deviation problem that occurs in traditional models under high-speed or large-angle conditions. By integrating a dynamic vehicle model, the yaw control target can maintain high-precision tracking in both steady-state and dynamic scenarios, ensuring that the vehicle accurately reflects the driver's steering intention under various driving conditions.

[0041] Before introducing the vehicle control method provided in the embodiments of this application, the vehicle power system of the embodiments of this application will be illustrated.

[0042] In this embodiment, the vehicle powertrain employs a distributed drive system. This system decomposes a traditional centralized power source (such as a single engine or motor) into multiple independent power units, which directly or locally drive each wheel. Distributed drive systems are commonly used in electric or hybrid vehicles to achieve more flexible power distribution and enhanced performance.

[0043] Distributed drive systems can have various power configurations, such as three-motor rear axle, three-motor front axle, and four-motor distributed drive systems. As shown in Figure 1(a), in a three-motor rear axle distributed drive system, the front drive motor drives the two front wheels via a differential, and two independent motors (i.e., the left rear drive motor and the right rear drive motor) drive the left and right rear wheels respectively, achieving rear wheel torque vectoring control. As shown in Figure 1(b), in a three-motor front axle distributed drive system, two independent motors (i.e., the left front drive motor and the right front drive motor) drive the left and right front wheels respectively, and the rear drive motor drives the two rear wheels via a differential, achieving front wheel torque vectoring control. As shown in Figure 1(c), in a four-motor distributed drive system, four independent motors (i.e., the left front drive motor, the right front drive motor, the left rear drive motor, and the right rear drive motor) drive the four wheels respectively. By coordinating and controlling the output torque of each drive motor, a yaw moment is generated to control the overall vehicle yaw stability.

[0044] The vehicle control method provided in the embodiments of this application will be described in detail below with reference to the accompanying drawings and application scenarios.

[0045] Figure 2 is a flowchart illustrating a vehicle control method according to an embodiment of this application. As shown in Figure 2, the vehicle control method may include the following steps:

[0046] S201 identifies the driver's input driving control intent based on the vehicle's driving parameters.

[0047] Among them, driving parameters can characterize the vehicle performance, vehicle status and / or driving environment during vehicle driving.

[0048] In some examples, driving parameters may include driver-defined driving and steering parameters. For instance, driving parameters may include accelerator pedal opening and brake pedal opening. Steering parameters may include steering wheel angle and steering wheel angular velocity. The steering wheel angle characterizes the current magnitude of steering wheel rotation. The steering wheel angular velocity characterizes the rate of change of the steering wheel angle, i.e., how fast the steering wheel rotates per unit time. It is understood that driving and steering parameters can be obtained directly from sensors or calculated.

[0049] During vehicle operation, the vehicle's driving and steering parameters are collected in real time. Based on the driving parameters, the driver's longitudinal input intention can be identified; based on the steering parameters, the driver's lateral input intention (also known as steering input intention) can be identified; and based on the longitudinal and lateral input intentions, the driver's current driving control intention (i.e., driver control intention) can be identified.

[0050] Among them, longitudinal input intent can characterize the driver's current driving needs. For example, longitudinal input intent can include acceleration intent (i.e., driving intent), steady-state driving intent, and deceleration intent (i.e., braking intent).

[0051] Lateral input intent can characterize the driver's current steering needs. For example, lateral input intent can include a straight-ahead intent, a left-turn intent, a left-turn-to-center intent, a right-turn intent, and a right-turn-to-center intent.

[0052] Driving control intent refers to the combination of longitudinal and lateral input intents. It characterizes the driver's current driving and steering needs, i.e., current driving requirements. For example, driving control intents may include: straight-line deceleration intent, straight-line steady-state driving intent, straight-line acceleration intent, left-turn deceleration intent, left-turn steady-state driving intent, left-turn acceleration intent, right-turn deceleration intent, right-turn steady-state driving intent, right-turn acceleration intent, left-turn straightening + deceleration intent, left-turn straightening + steady-state driving intent, left-turn straightening + acceleration intent, right-turn straightening + deceleration intent, right-turn straightening + steady-state driving intent, and right-turn straightening + acceleration intent.

[0053] In a more specific example, different numerical values ​​represent different driving control intentions. For example, driving control intentions can be seen in Table 1 below, and will not be repeated here.

[0054] The process of determining the driving control intention can be found in "1. The process of identifying the driving control intention" below, and will not be repeated here.

[0055] S202, if the driving control intention meets the first preset condition and the steering parameters meet the second preset condition, then the target yaw rate is adjusted to the first yaw rate, wherein the first preset condition indicates that the driving control intention has a steering intention, and the first yaw rate is determined based on a seven-degree-of-freedom model.

[0056] In this embodiment, the first preset condition is used to determine whether the driver's current input driving control intention contains a steering intention. For example, after identifying the driver's current input driving control intention, it is determined whether the driving control intention is not a straight-ahead intention, i.e., it is determined that the driving control intention belongs to a preset control intention, thus confirming that the driving control intention meets the first preset condition. The preset control intention includes driving control intentions other than a straight-ahead intention. For example, the preset control intention may include a left-turn deceleration intention, a left-turn steady-state driving intention, a left-turn acceleration intention, a right-turn deceleration intention, a right-turn steady-state driving intention, a right-turn acceleration intention, a left-turn straightening + deceleration intention, a left-turn straightening + steady-state driving intention, a left-turn straightening + acceleration intention, a right-turn straightening + deceleration intention, a right-turn straightening + steady-state driving intention, and a right-turn straightening + acceleration intention.

[0057] The second preset condition is used to determine whether the driver's current steering demand is a preset steering demand, which can be a large steering demand and / or a rapid steering demand. For example, the second preset condition is: the steering wheel angle is greater than a preset angle threshold, and / or, the steering wheel rotation angular velocity is greater than a preset angular velocity threshold.

[0058] The preset steering angle threshold is used to measure whether the current steering wheel angle is too large. For example, the preset steering angle threshold can be a fixed value, such as 180 degrees. For example, the preset steering angle threshold can also be related to vehicle speed. For instance, a preset vehicle speed of 20 kph corresponds to a preset steering angle threshold of 180 degrees. That is, when the driving control intention is the preset control intention, the difference between the current vehicle speed and the preset vehicle speed is less than the preset vehicle speed deviation, and the current steering wheel angle is greater than the preset steering angle threshold, the steering parameters are determined to meet the second preset condition, i.e., the driver's current steering demand is a large steering demand, or the current driving scenario is a large steering scenario.

[0059] The preset angular velocity threshold is used to measure whether the current steering wheel rotation angular velocity is too high. For example, the preset angular velocity threshold can be a fixed value, such as 300 degrees / second. For example, the preset angular velocity threshold can also be related to vehicle speed. For instance, a preset vehicle speed of 20 kph corresponds to a preset angular velocity threshold of 300 degrees / second. That is, when the driving control intention is the preset control intention, the difference between the current vehicle speed and the preset vehicle speed is less than the preset vehicle speed deviation, and the current steering wheel rotation angular velocity is greater than the preset angular velocity threshold, the steering parameters are determined to meet the second preset condition, i.e., the driver's current steering demand is a rapid steering demand, or the current driving scenario is a rapid steering scenario.

[0060] In this embodiment, when it is determined that the driver's current input driving control intention includes a steering intention, the steering parameters are judged to meet a second preset condition based on the current steering wheel angle and steering wheel rotation angular velocity. If the steering parameters meet the second preset condition, the driver's current steering demand is determined to be a large steering demand and / or a rapid steering demand, and the current driving scenario is determined to be a large steering scenario and / or a rapid steering scenario, i.e., a non-steady-state driving scenario (i.e., dynamic driving condition). Large steering scenarios may include, for example, acceleration large steering, constant speed large steering, and deceleration large steering scenarios. Rapid steering scenarios may include, for example, acceleration rapid steering, constant speed rapid steering, and deceleration rapid steering scenarios. In the non-steady-state driving scenario, a target yaw rate is determined based on a seven-degree-of-freedom model, and then yaw stability control of the vehicle is performed based on the target yaw rate.

[0061] The seven-degree-of-freedom (DOF) model is used to characterize the longitudinal, lateral, yaw, and rotational motions of a vehicle. By coupling the solution of the vehicle's three translational and rotational degrees of freedom (longitudinal, lateral, and yaw) and the rotational degrees of freedom of the four wheels, the seven-DOF model comprehensively characterizes the vehicle's dynamic characteristics. Using the seven-DOF model, the theoretical yaw rate, i.e., the first yaw rate, can be determined for the vehicle in unsteady driving scenarios.

[0062] In some examples, when the current driving scenario is a non-steady-state driving scenario, i.e. a large steering scenario and / or a rapid steering scenario, the vehicle's current longitudinal velocity, front wheel steering angle, and longitudinal forces of the four wheels are obtained; based on the seven-degree-of-freedom model, the first yaw rate is determined according to the vehicle's current longitudinal velocity, front wheel steering angle, and longitudinal forces of the four wheels.

[0063] More specifically, in the case of a non-steady-state driving scenario, i.e. a large steering scenario and / or a rapid steering scenario, the vehicle's current longitudinal speed, front wheel steering angle, and longitudinal force of the four wheels are obtained; based on the vehicle's current longitudinal speed, front wheel steering angle, longitudinal force of the four wheels, wheelbase, distance from the center of gravity to the front axle, distance from the center of gravity to the rear axle, front axle tire lateral stiffness, rear axle tire lateral stiffness, front wheel track, and rear wheel track, the first yaw rate is determined.

[0064] The process of calculating the first yaw rate using the seven-degree-of-freedom model can be found in "4. Determination of the first yaw rate" below, and will not be repeated here.

[0065] In some embodiments, if the driving control intention does not meet the first preset condition, or if the steering parameters do not meet the second preset condition, the target yaw rate is adjusted to the second yaw rate. The second yaw rate is determined based on a two-degree-of-freedom model.

[0066] In other words, when the current driving scenario is a steady-state driving scenario (i.e., not the aforementioned non-steady-state driving scenario), the target yaw rate is determined based on a two-degree-of-freedom model, and then the vehicle's yaw stability is controlled based on the target yaw rate.

[0067] In this embodiment, the two-degree-of-freedom model is a simplified dynamic model that reduces the complex vehicle motion to two motions only on the horizontal plane. Assuming a small change in longitudinal velocity, it analyzes the vehicle's lateral and yaw motions. The process of calculating the second yaw rate using the two-degree-of-freedom model can be found in section 3, "Determination of the Second Yaw Rate," below, and will not be repeated here.

[0068] In some embodiments, the target yaw rate is less than or equal to the maximum yaw rate threshold.

[0069] Right now, ,in, This represents the target's yaw rate.

[0070] The maximum yaw rate threshold is related to the road surface's adhesion coefficient. The maximum yaw rate threshold refers to the maximum yaw rate limited by the road surface's maximum capacity.

[0071] For example, the maximum yaw rate threshold can be calculated using the following formula.

[0072]

[0073] in, This indicates the maximum yaw rate threshold. Indicates the coefficient of adhesion of the road surface; Indicates the longitudinal speed of the vehicle; It represents the acceleration due to gravity.

[0074] S203, adjust the vehicle's yaw moment based on the deviation between the target yaw rate and the vehicle's actual yaw rate.

[0075] In this embodiment, the driving control intention input by the driver is identified based on the vehicle's driving parameters, including steering parameters such as steering wheel angle and steering wheel rotation angular velocity. If the driving control intention meets a first preset condition and the steering parameters meet a second preset condition, the target yaw rate is adjusted to a first yaw rate. The first preset condition indicates that the driving control intention contains a steering intent. The second preset condition is that the steering wheel angle is greater than a preset angle threshold, and / or the steering wheel rotation angular velocity is greater than a preset angular velocity threshold. The first yaw rate is determined based on a seven-degree-of-freedom model. The seven-degree-of-freedom model characterizes the vehicle's longitudinal, lateral, yaw, and rotational motions of the four wheels. The yaw moment of the vehicle is adjusted based on the deviation between the target yaw rate and the vehicle's actual yaw rate. This effectively solves the control deviation problem that occurs in traditional models under high-speed or large-angle conditions. By integrating a dynamic vehicle model, the yaw control target can maintain high-precision tracking in both steady-state and dynamic scenarios, ensuring that the vehicle accurately reflects the driver's steering intention under various driving conditions.

[0076] In this embodiment, when the vehicle is in a steady-state driving scenario, the second yaw rate determined based on a two-degree-of-freedom model is used as the target yaw rate, and the vehicle's yaw moment is adjusted according to the deviation between the actual yaw rate and the target yaw rate. When the vehicle is in a non-steady-state driving scenario, the first yaw rate determined based on a seven-degree-of-freedom model is used as the target yaw rate, and the vehicle's yaw moment is adjusted according to the deviation between the actual yaw rate and the target yaw rate, thereby achieving control over the vehicle's yaw stability.

[0077] In some embodiments, when the vehicle's current driving scenario is detected to be a non-steady-state driving scenario, a preset adjustment duration (i.e., a time threshold, denoted as ) is applied. Within ), the target yaw rate is gradually adjusted from the second yaw rate to the first yaw rate.

[0078] The preset adjustment time is related to the driver's reaction time. Specifically, the preset adjustment time can be set based on practical experience, and this application embodiment does not specifically limit the size of the preset adjustment time.

[0079] In some examples, after the vehicle enters a non-steady-state driving scenario, the first yaw rate and the second yaw rate are weighted and fused, and the weighted fused yaw rate is used as the target yaw rate. The first yaw rate corresponds to a first weighting factor, the second yaw rate corresponds to a second weighting factor, and the sum of the first and second weighting factors is 1.

[0080] For example, the target yaw rate can be determined according to the following formula (1).

[0081] (1)

[0082] in, Indicates the target's yaw rate; Indicates the second yaw rate; Indicates the first yaw rate; This represents the second weighting factor (i.e., the target switching factor). This represents the first weighting factor.

[0083] Within a preset adjustment period, the target yaw rate is gradually adjusted from the second yaw rate to the first yaw rate. This can be achieved by gradually increasing the first weighting factor from 0 to 1 within the preset adjustment period. Alternatively, the second weighting factor can be gradually decreased from 1 to 0 within the preset adjustment period.

[0084] In other words, after the vehicle enters a non-steady-state driving scenario, the second weighting factor gradually decreases from 1 to 0, while the first weighting factor gradually increases from 0 to 1. When the preset adjustment time is reached, the target yaw rate is adjusted from the second yaw rate to the first yaw rate. Thus, when the vehicle enters a non-steady-state driving scenario, the seven-degree-of-freedom model is activated. By adjusting the first weighting factor (i.e., the second weighting factor), the target yaw rate smoothly transitions from the first yaw rate to the second yaw rate. This ensures the vehicle's yaw stability in non-steady-state driving scenarios while providing the driver with sufficient reaction time, thereby improving driving comfort.

[0085] In some embodiments, after adjusting the target yaw rate to the first yaw rate, the method further includes: if the driving control intention does not meet the first preset condition, and / or the steering parameters do not meet the second preset condition, then within a preset adjustment period, gradually adjusting the target yaw rate from the first yaw rate to the second yaw rate.

[0086] In other words, after the vehicle enters a steady-state driving scenario from an unsteady-state driving scenario, the two-degree-of-freedom model is activated, and the first yaw rate determined by the two-degree-of-freedom model is determined as the target yaw rate in order to control the yaw stability of the vehicle.

[0087] In some examples, after the vehicle transitions from a non-steady-state driving scenario to a steady-state driving scenario, the first yaw rate and the second yaw rate are weighted and fused, and the weighted fused yaw rate is used as the target yaw rate. The first yaw rate corresponds to a first weighting factor, the second yaw rate corresponds to a second weighting factor, and the sum of the first and second weighting factors is 1.

[0088] Understandably, within a preset adjustment period, gradually adjusting the target yaw rate from the first yaw rate to the second yaw rate can be achieved by: gradually decreasing the first weighting factor from 1 to 0 within the preset adjustment period. Alternatively, it can be achieved by gradually increasing the second weighting factor from 0 to 1 within the preset adjustment period.

[0089] In other words, after the vehicle transitions from a non-steady-state driving scenario to a steady-state driving scenario, the second weighting factor gradually increases from 0 to 1, while the first weighting factor gradually decreases from 1 to 0. Upon reaching the preset adjustment time, the target yaw rate is adjusted from the first yaw rate to the second yaw rate. Thus, when the vehicle transitions from a non-steady-state driving scenario to a steady-state driving scenario, the two-degree-of-freedom model is activated. By adjusting the first weighting factor (i.e., the second weighting factor), the target yaw rate smoothly transitions from the second yaw rate to the first yaw rate. This provides the driver with sufficient reaction time while simultaneously controlling the vehicle's yaw stability, thereby improving driving comfort.

[0090] In some embodiments, when adjusting the yaw moment of a vehicle based on the deviation between the target yaw rate and the actual yaw rate of the vehicle, feedback control of the yaw moment of the vehicle can be performed based on the deviation between the target yaw rate and the actual yaw rate of the vehicle.

[0091] Specifically, the feedback control of the vehicle's yaw moment can be found in "6. Feedback Control Process" below, and will not be repeated here.

[0092] In some embodiments, during vehicle operation, the driver's input driving control intention can be identified. After identifying the driver's input driving control intention, the feedforward yaw moment is determined based on the driver's current input driving intention and the vehicle's current driving parameters, and then the vehicle is fedforward controlled based on the feedforward yaw moment.

[0093] Specifically, the feedback control of the vehicle's yaw moment can be found in "5. Feedforward Control Process" below, and will not be repeated here.

[0094] The following sections provide detailed explanations of the processes for recognizing driving control intentions, determining the actual control intentions of the vehicle, determining the second yaw rate, determining the first yaw rate, the feedforward control process, and the feedback control process.

[0095] 1. The process of recognizing driving control intentions

[0096] In some examples, the driver's longitudinal input intent can be identified based on driving parameters; the driver's lateral input intent can be identified based on steering parameters; and the driver's current driving control intent can be identified based on both longitudinal and lateral input intents.

[0097] Figure 3 is a flowchart illustrating a vehicle control method according to an embodiment of this application. As shown in Figure 3, the process of recognizing driving control intent in this vehicle control method may include the following steps:

[0098] S301 identifies the driver's longitudinal input intent based on the opening of the accelerator pedal and the brake pedal.

[0099] Specifically, during vehicle operation, the accelerator pedal opening and brake pedal opening are collected at a preset frequency, and the driver's current longitudinal input intention is identified based on the accelerator pedal opening and brake pedal opening.

[0100] For example, S301 may include the following steps:

[0101] S3011 determines the longitudinal driving force input by the driver based on the accelerator pedal opening of the vehicle.

[0102] It has the capability to acquire the accelerator pedal opening through an accelerator pedal opening sensor during vehicle operation; and to determine the longitudinal driving force currently input by the driver based on the accelerator pedal opening, the vehicle's current speed, and gear.

[0103] S3012 determines the longitudinal braking force input by the driver based on the vehicle's brake pedal opening.

[0104] It has the capability to acquire the brake pedal opening through a brake pedal opening sensor during vehicle operation; and to determine the longitudinal braking force currently input by the driver based on the brake pedal opening, the vehicle's current speed, and gear.

[0105] S3013 determines the vehicle's estimated acceleration based on the longitudinal driving force and longitudinal braking force.

[0106] In some examples, the vehicle's current estimated acceleration is determined based on the longitudinal driving force input by the driver, the longitudinal braking force input by the driver, air resistance, slope resistance, rolling resistance, and the vehicle's total mass.

[0107] For example, the estimated acceleration can be calculated according to the following formula (2).

[0108] (2)

[0109] in, This indicates the vehicle's estimated acceleration. This indicates the longitudinal driving force input by the driver. This indicates the longitudinal braking force input by the driver. Indicates air resistance, Indicates ramp resistance. Indicates rolling resistance, This indicates the overall weight of the vehicle.

[0110] Air resistance is related to the vehicle's current speed. In practice, air resistance can be determined based on the vehicle's current speed, frontal area, drag coefficient, and air density.

[0111] Gradient resistance is related to the vehicle's total mass and road surface gradient information. Road surface gradient information can be, for example, the slope angle. A positive slope angle indicates that the current road surface is uphill, while a negative slope angle indicates that the current road surface is downhill. In practice, gradient resistance can be determined based on the vehicle's total mass, gravitational acceleration, and road surface gradient information.

[0112] Rolling resistance is related to the rolling resistance coefficient, which is usually a constant.

[0113] S3014 determines the longitudinal input intent based on the vehicle's estimated acceleration.

[0114] Specifically, corresponding acceleration intervals are set for each longitudinal input intention. Based on this, after determining the vehicle's current estimated acceleration, the driver's current longitudinal input intention is determined according to the acceleration interval in which the vehicle's estimated acceleration is located.

[0115] In one possible implementation, the longitudinal input intent may include acceleration (i.e., driving) intent, steady-state driving intent, and deceleration (i.e., braking) intent.

[0116] Acceleration interval segment 1 corresponding to the deceleration intention: .

[0117] Acceleration range segment 2 corresponding to steady-state driving intention: .

[0118] Acceleration interval segment 3 corresponding to the acceleration intention: .

[0119] After determining the vehicle's estimated acceleration, if the estimated acceleration is in acceleration interval segment 1, the vehicle's current longitudinal input intention is determined to be a deceleration intention. If the estimated acceleration is in acceleration interval segment 2, the vehicle's current longitudinal input intention is determined to be a steady-state driving intention. If the estimated acceleration is in acceleration interval segment 3, the vehicle's current longitudinal input intention is determined to be an acceleration intention.

[0120] It should be noted that the acceleration intervals corresponding to the different longitudinal input intentions mentioned above can also be distinguished according to other division methods, and this application embodiment does not specifically limit this.

[0121] S302 identifies the driver's lateral input intent based on the steering wheel angle.

[0122] In this embodiment of the application, the steering wheel angle is acquired during vehicle operation. Based on the size of the steering wheel angle and the trend of its change, the driver's current lateral input intention can be identified.

[0123] Taking the example that lateral input intentions can include straight-ahead intention, left-turn intention, left-turn-back-to-center intention, right-turn intention, and right-turn-back-to-center intention, the process of recognizing the driver's current lateral input intention is illustrated.

[0124] Specifically, if the absolute value of the steering wheel angle is less than or equal to a first angle threshold within a preset data collection period, the driver's current lateral input intention is determined to be a straight-ahead intention. For example, the first angle threshold can be 5 degrees. In this embodiment, the first angle threshold can be set according to actual conditions; the numerical value of the first angle threshold is not specifically limited here.

[0125] If the steering wheel angle collected at the current moment (i.e., the current steering wheel angle) is less than the steering wheel angle collected at the previous moment (i.e., the previous steering wheel angle), and both the current and previous steering wheel angles are negative, and the absolute value of the current steering wheel angle is greater than a second steering angle threshold, it indicates that the steering wheel is being turned to the right and is in a valid right-turn position, thus determining that the driver's current lateral input intention is a right-turn intention. The second steering angle threshold is greater than 0, such as 5 degrees. In this embodiment, the second steering angle threshold can be set according to actual conditions; the specific value of the second steering angle threshold is not limited here.

[0126] If the current steering wheel angle is greater than the previous steering wheel angle, and both the current and previous steering wheel angles are negative, and the absolute value of the current steering wheel angle is greater than the second angle threshold, it indicates that the steering wheel is returning to center from the right turn position, and the steering wheel is still in a valid right turn position. This confirms that the driver's current lateral input intention is a right turn to center intention.

[0127] If the current steering wheel angle is greater than the previous steering wheel angle, and both the current and previous steering wheel angles are positive, and the absolute value of the current steering wheel angle is greater than the second steering angle threshold, it indicates that the steering wheel is being turned to the left and is in a valid left-turn position, thus determining that the driver's current lateral input intention is a left-turn intention.

[0128] If the current steering wheel angle is less than the previous steering wheel angle, and both the current and previous steering wheel angles are positive, and the absolute value of the current steering wheel angle is greater than the second steering angle threshold, the steering wheel is returning to center from the left turn position, and the steering wheel is still in a valid left turn position. Therefore, the driver's current lateral input intention is determined to be a left turn centering intention.

[0129] S303 determines the driving control intent based on the longitudinal and lateral input intents.

[0130] For example, driving control intentions may include intentions such as deceleration in a straight line, acceleration in a straight line, steady-state driving in a straight line, acceleration when turning left, steady-state driving when turning left, and deceleration when turning left.

[0131] In a more specific example, different numerical values ​​represent different driving control intentions. For example, driving control intentions can be seen in Table 1 below.

[0132] Table 1 shows the driving control intentions ( ).

[0133]

[0134] Wherein, "1" indicates the intention to decelerate while going straight; "2" indicates the intention to maintain steady-state driving while going straight; "3" indicates the intention to accelerate while going straight; "4" indicates the intention to decelerate while turning left; "5" indicates the intention to turn left and maintain steady-state driving; "6" indicates the intention to accelerate while turning left; "7" indicates the intention to decelerate while turning right; "8" indicates the intention to turn right and maintain steady-state driving; "9" indicates the intention to accelerate while turning right; "10" indicates the intention to straighten left and decelerate; "11" indicates the intention to straighten left and maintain steady-state driving; "12" indicates the intention to straighten left and accelerate; "13" indicates the intention to straighten right and decelerate; "14" indicates the intention to straighten right and maintain steady-state driving; and "15" indicates the intention to straighten right and accelerate.

[0135] 2. The process of determining the actual control intent of the vehicle

[0136] 2.1 Actual Vertical Intent

[0137] Actual longitudinal intent is used to characterize the longitudinal driving state of the vehicle in response to the driver's driving operations. It can be understood that there is a one-to-one correspondence between actual longitudinal intent and longitudinal input intent. For example, similar to longitudinal input intent, actual longitudinal intent may also include acceleration (i.e., driving) intent, stabilization intent, and deceleration (i.e., braking) intent.

[0138] During vehicle operation, the longitudinal input intention can be determined based on the opening of the accelerator pedal and the brake pedal. Simultaneously, the actual longitudinal intention of the vehicle can be determined by collecting the vehicle's longitudinal acceleration through sensors (such as an inertial measurement unit).

[0139] In some examples, while determining the current driving control intention, the longitudinal acceleration of the vehicle within a first preset time period is acquired, and the actual longitudinal intention of the vehicle is determined based on the longitudinal acceleration of the vehicle within the first preset time period. Furthermore, the number of changes in the actual longitudinal intention of the vehicle within the first preset time period is determined to obtain the first intention change count.

[0140] Specifically, when the vehicle's longitudinal acceleration is greater than a first longitudinal acceleration threshold, the vehicle's current actual longitudinal intention is determined to be an acceleration intention, and the first longitudinal acceleration threshold is greater than 0. When the vehicle's longitudinal acceleration is less than a second longitudinal acceleration threshold, the vehicle's current actual longitudinal intention is determined to be a deceleration intention, and the second longitudinal acceleration threshold is less than 0. When the vehicle's longitudinal acceleration is greater than the second longitudinal acceleration threshold and less than the first longitudinal acceleration threshold, the actual longitudinal intention is determined to be a stable driving intention.

[0141] In practice, the longitudinal acceleration of the vehicle is acquired within a first preset time period. After acquiring the longitudinal acceleration, it is determined whether the longitudinal acceleration is greater than a first longitudinal acceleration threshold. If the longitudinal acceleration is greater than the first longitudinal acceleration threshold, the vehicle's current actual longitudinal intention is determined to be an acceleration intention. If the longitudinal acceleration is less than the first longitudinal acceleration threshold, it is determined whether the longitudinal acceleration is less than a second longitudinal acceleration threshold. If the longitudinal acceleration is less than the second longitudinal acceleration threshold, the vehicle's current actual longitudinal intention is determined to be a deceleration intention; otherwise, the vehicle's current actual longitudinal intention is determined to be a stable driving intention. After the first preset time period is reached, the number of changes in the actual longitudinal intention within the first preset time period is counted to obtain the first intention change count.

[0142] In some examples, the duration during which the vehicle's longitudinal acceleration exceeds a first longitudinal acceleration threshold within a first preset time period is counted, i.e., the duration during which the vehicle's actual longitudinal intention is acceleration, thus obtaining the acceleration duration. The duration during which the vehicle's longitudinal acceleration is less than a second longitudinal acceleration threshold within the first preset time period is counted, i.e., the duration during which the vehicle's actual longitudinal intention is deceleration, thus obtaining the braking duration. Furthermore, based on the first preset time period, the acceleration duration, and the braking duration, the duration during which the vehicle is in a stable driving state is determined, thus obtaining the steady-state duration. Based on the acceleration duration, braking duration, and steady-state duration within the first preset time period, the intensity of the vehicle's longitudinal maneuvering can be determined.

[0143] For example, as shown in Figure 4, with the first preset duration as... The first longitudinal acceleration threshold is The second longitudinal acceleration threshold is For example, the first preset duration The actual number of changes in the longitudinal intent was 7, meaning the number of changes in the first intent, N, was 7. Additionally, during the first preset duration... Within, the acceleration time is Braking time is The steady-state duration is .

[0144] 2.2 Actual steering intention (i.e., actual lateral intention)

[0145] Actual steering intent is used to characterize the vehicle's steering state in response to the driver's steering input. It is understood that actual steering intent corresponds one-to-one with lateral input intent. For example, similar to lateral input intent, actual steering intent can also include straight-ahead intent, left-turn intent, left-turn-to-center intent, right-turn intent, and right-turn-to-center intent.

[0146] During vehicle operation, the lateral input intention can be determined based on the steering wheel angle. Simultaneously, the actual steering intention can be determined by measuring the vehicle's lateral acceleration using sensors.

[0147] In some examples, while determining the current driving control intention, the lateral acceleration of the vehicle within a first preset time period is acquired. Based on the changes in the lateral acceleration of the vehicle within the first preset time period, the actual steering intention of the vehicle is determined. Furthermore, the number of changes in the actual steering intention of the vehicle within the first preset time period is determined to obtain the second intention change count.

[0148] Specifically, if the vehicle's current lateral acceleration is greater than the previous lateral acceleration, and both the current lateral acceleration and the previous actual lateral acceleration are greater than a first lateral acceleration threshold, then the vehicle's actual steering intention is determined to be a left turn, and the first lateral acceleration threshold is greater than 0. If the vehicle's current lateral acceleration is less than the previous lateral acceleration, and both the current lateral acceleration and the previous actual lateral acceleration are greater than the first lateral acceleration threshold, then the vehicle's actual steering intention is determined to be a left turn to straighten. If the vehicle's current lateral acceleration is less than the previous lateral acceleration, and both the current lateral acceleration and the previous actual lateral acceleration are less than a second lateral acceleration threshold, then the vehicle's actual steering intention is determined to be a right turn, and the second lateral acceleration threshold is less than 0. If the vehicle's current lateral acceleration is greater than the previous lateral acceleration, and both the current lateral acceleration and the previous actual lateral acceleration are less than the second lateral acceleration threshold, then the vehicle's actual steering intention is determined to be a right turn to straighten. If the vehicle's lateral acceleration is less than the first lateral acceleration threshold and greater than the second lateral acceleration threshold, then the vehicle's actual steering intention is to go straight.

[0149] After the statistical time reaches the first preset time, the number of times the actual turning intention changes within the first preset time is counted to obtain the number of second intention changes.

[0150] For example, as shown in Figure 5, with the first preset duration as... The first lateral acceleration threshold is The second lateral acceleration threshold is For example, the first preset duration The actual number of times the internal turning intention changed was 7, which is the number of times the second intention changed. It was 7 times.

[0151] 2.3 Feedback on Manipulation Intent

[0152] After determining the target yaw rate, the actual steering state of the vehicle can be determined based on the deviation between the target yaw rate and the actual yaw rate of the vehicle. Then, by combining the driver's current input driving control intention (i.e. lateral input intention) and the actual steering state of the vehicle, the feedback control intention of the vehicle can be determined.

[0153] The actual steering state can include neutral steering, understeering (such as understeering left turn or understeering right turn), and oversteering (such as oversteering left turn and oversteering right turn).

[0154] Specifically, if the absolute value of the difference between the target yaw rate and the vehicle's actual yaw rate (i.e., the yaw rate deviation) is less than or equal to a preset deviation threshold, the vehicle's actual steering state is determined to be neutral steering. If the yaw rate deviation is greater than 0 and the absolute value of the yaw rate deviation is greater than the preset deviation threshold, the vehicle's actual steering state is determined to be understeer. If the yaw rate deviation is less than 0 and the absolute value of the yaw rate deviation is greater than the preset deviation threshold, the vehicle's actual steering state is determined to be oversteer.

[0155] In a more specific example, different numerical values ​​represent different feedback manipulation intentions. For example, feedback manipulation intentions can be seen in Table 2 below.

[0156] Table 2 shows the feedback manipulation intentions ( ).

[0157]

[0158] Wherein, "1" indicates neutral steering; "2" indicates understeering when turning left; "3" indicates understeering when straightening from a left turn; "4" indicates understeering when turning right; "5" indicates understeering when straightening from a right turn; "6" indicates oversteering when turning left; "7" indicates oversteering when straightening from a left turn; "8" indicates oversteering when turning right; "9" indicates oversteering when straightening from a right turn; "—" indicates that this state does not exist.

[0159] 3. The process of determining the second yaw rate

[0160] In some embodiments, when the current driving scenario is a steady-state driving scenario, i.e., the current driving scenario is not a large steering scenario or a rapid steering scenario, the second yaw rate is determined based on a pre-established two-degree-of-freedom model.

[0161] In some examples, the two-degree-of-freedom model of a vehicle can be represented by lateral motion equations and yaw motion equations.

[0162] The lateral motion equation can be expressed by the following formula (3).

[0163] (3)

[0164] in, Indicates the longitudinal speed of the vehicle; Indicates the lateral acceleration of the vehicle; This indicates the yaw rate of the vehicle. Indicates the vehicle's sideslip angle; Indicates the steering angle of the vehicle's front wheels; Indicates the overall weight of the vehicle; This indicates the distance from the vehicle's center of gravity to the front axle (i.e., the horizontal distance between the vehicle's center of gravity and the front axle). This indicates the distance from the vehicle's center of gravity to the rear axle (i.e., the horizontal distance between the vehicle's center of gravity and the rear axle). Indicates the lateral stiffness of the front tires; This indicates the lateral stiffness of the rear tire.

[0165] The equation of lateral motion can be expressed by the following formula (4).

[0166] (4)

[0167] in, Indicates the longitudinal speed of the vehicle; This indicates the yaw rate of the vehicle. This indicates the yaw acceleration of the vehicle. This represents the moment of inertia of the entire vehicle about its vertical axis. Indicates the vehicle's sideslip angle; Indicates the steering angle of the vehicle's front wheels; This indicates the distance from the vehicle's center of gravity to the front axle; This indicates the distance from the vehicle's center of gravity to the rear axle; Indicates the lateral stiffness of the front tires; This indicates the lateral stiffness of the rear tire.

[0168] Under steady-state driving conditions, the vehicle's state remains unchanged, meaning that lateral acceleration and yaw acceleration are zero. =0, =0). At this point, the above lateral motion equation and yaw motion equation can be simplified, and then based on the simplified lateral motion equation and yaw motion equation, the calculation formula for the second yaw angular velocity can be obtained.

[0169] Specifically, the second yaw rate can be determined according to the following formula (5).

[0170] (5)

[0171] in, Indicates the second yaw rate; Indicates the longitudinal speed of the vehicle; Indicates the steering angle of the vehicle's front wheels; This indicates the wheelbase (or distance between the front and rear axles) of a vehicle. Indicates the overall weight of the vehicle; This indicates the distance from the vehicle's center of gravity to the front axle; This indicates the distance from the vehicle's center of gravity to the rear axle; Indicates the lateral stiffness of the front tires; This indicates the lateral stiffness of the rear tire.

[0172] In other words, when the current driving scenario is a steady-state driving scenario, that is, when the current driving scenario is not a large steering scenario or a rapid steering scenario, the vehicle's current longitudinal speed and front wheel angle are obtained, and the second yaw rate is determined based on the vehicle's current longitudinal speed, front wheel angle, front and rear axle wheelbase, vehicle mass, distance from the center of gravity to the front axle, distance from the center of gravity to the rear axle, front wheel tire lateral stiffness, and rear wheel tire lateral stiffness.

[0173] 4. The process of determining the first yaw rate

[0174] In some embodiments, when the current driving scenario is a non-steady-state driving scenario, the first yaw rate is determined based on a pre-established seven-degree-of-freedom model.

[0175] The seven-degree-of-freedom model will be illustrated below.

[0176] In some examples, the seven-degree-of-freedom model of a vehicle can be represented by the wheel vertical load distribution equation, the tire slip angle equation, the tire lateral force equation, the lateral force balance equation, and the yaw motion equation.

[0177] The wheel vertical load distribution equation can be expressed by the following formulas (6) to (9).

[0178] (6)

[0179] (7)

[0180] (8)

[0181] (9)

[0182] in, This indicates the vertical load on the left front wheel; This indicates the vertical load on the right front wheel; This indicates the vertical load on the left rear wheel; This indicates the vertical load on the right rear wheel; Indicates longitudinal acceleration; Indicates lateral acceleration; Indicates the overall weight of the vehicle; Represents gravitational acceleration; This indicates the distance from the vehicle's center of gravity to the front axle; This indicates the distance from the vehicle's center of gravity to the rear axle; Indicates the wheelbase between the front and rear axles of the vehicle; Indicates the front wheel track width; Indicates the rear wheel track width; Indicates the height of the center of mass.

[0183] The tire slip angle equation can be expressed by the following formulas (10) to (13).

[0184] (10)

[0185] (11)

[0186] (12)

[0187] (13)

[0188] in, Indicates the slip angle of the left front wheel; Indicates the slip angle of the right front wheel; Indicates the slip angle of the left rear wheel; Indicates the slip angle of the right rear wheel; Indicates the front wheel steering angle; Indicates the longitudinal speed of the vehicle; Indicates the lateral speed of the vehicle; This indicates the yaw rate of the vehicle. This indicates the distance from the vehicle's center of gravity to the front axle; This indicates the distance from the vehicle's center of gravity to the rear axle; Indicates the front wheel track width; This indicates the rear wheel track width.

[0189] The equation for the lateral force of the tire can be expressed by the following formulas (14) to (17).

[0190] (14)

[0191] (15)

[0192] (16)

[0193] (17)

[0194] in, This indicates the lateral force on the left front wheel; Indicates the slip angle of the left front wheel; This indicates the lateral force on the right front wheel; Indicates the slip angle of the right front wheel; This indicates the lateral force on the left rear wheel; Indicates the slip angle of the left rear wheel; This indicates the lateral force on the right rear wheel; Indicates the slip angle of the right rear wheel; Indicates the lateral stiffness of the front axle tires; This indicates the lateral stiffness of the rear axle tires.

[0195] The lateral force balance equations can be expressed by the following formulas (18) and (19).

[0196] (18)

[0197] (19)

[0198] The equation for the lateral yaw motion can be expressed as follows (20).

[0199] (20)

[0200] in, This represents the sum of the lateral forces on all four wheels. Indicates lateral slope; Indicates the lateral acceleration of the vehicle; Indicates the longitudinal speed of the vehicle; This indicates the yaw rate of the vehicle. Indicates the overall weight of the vehicle; Indicates the slip angle of the left front wheel; Indicates the slip angle of the right front wheel; Indicates the slip angle of the left rear wheel; Indicates the slip angle of the right rear wheel; Represents gravitational acceleration; Indicates the lateral stiffness of the front axle tires; Indicates the rear axle tire lateral stiffness; Indicates the vehicle's roll angle; Indicates the steering angle of the vehicle's front wheels; This indicates the longitudinal force on the left front wheel (which can be either driving force or braking force). This indicates the longitudinal force on the right front wheel; This indicates the yaw acceleration of the vehicle. It represents the moment of inertia of the entire vehicle about its vertical axis.

[0201] It is understood that the above physical quantities can be referred to in the schematic diagram of the seven-degree-of-freedom model shown in Figure 6.

[0202] In the current driving scenario, which is a non-steady-state driving scenario, it is assumed that the lateral slope of the vehicle is zero. =0), lateral acceleration is zero ( =0), the vehicle's roll angle is zero ( =0), the yaw acceleration is zero ( =0), combined with the above formulas (6) to (20), we obtain the formula (21) for calculating the yaw rate under the seven-degree-of-freedom model.

[0203] For example, the first yaw rate can be determined according to the following formula (21).

[0204] (twenty one)

[0205] in, It can be determined according to the following formula (22).

[0206] (twenty two)

[0207] in, It can be determined according to the following formula (23).

[0208] (twenty three)

[0209] in, It can be determined according to the following formula (24).

[0210] (twenty four)

[0211] in, It can be determined according to the following formula (25).

[0212] (25)

[0213] in, It can be determined according to the following formula (26).

[0214] (26)

[0215] in, It can be determined according to the following formula (27).

[0216] (27)

[0217] in, Indicates the first yaw rate; Indicates the longitudinal speed of the vehicle; Indicates the steering angle of the vehicle's front wheels; This indicates the longitudinal force on the left front wheel; This indicates the longitudinal force on the right front wheel; This indicates the longitudinal force on the left rear wheel; This indicates the longitudinal force on the right rear wheel; This indicates the distance from the vehicle's center of gravity to the front axle; This indicates the distance from the vehicle's center of gravity to the rear axle; Indicates the lateral stiffness of the front axle tires; Indicates the rear axle tire lateral stiffness; Indicates the front wheel track width; This indicates the rear wheel track width.

[0218] In other words, when the current driving scenario is a non-steady-state driving scenario, that is, a large steering scenario and / or a rapid steering scenario, the vehicle's current longitudinal speed, front wheel steering angle, and longitudinal force of the four wheels are obtained; based on the vehicle's current longitudinal speed, front wheel steering angle, longitudinal force of the four wheels, wheelbase, distance from the center of gravity to the front axle, distance from the center of gravity to the rear axle, front axle tire lateral stiffness, rear axle tire lateral stiffness, front wheel track, and rear wheel track, the first yaw rate is determined.

[0219] In some embodiments, the first yaw rate is determined based on the vehicle’s current longitudinal speed, lateral speed, front wheel steering angle, longitudinal force of the four wheels, wheelbase, distance from center of gravity to front axle, distance from center of gravity to rear axle, front axle tire lateral stiffness, rear axle tire lateral stiffness, front wheel track, and rear wheel track.

[0220] It is understandable that, based on the above derivation process, although lateral velocity is not reflected in formula (21), However, this does not mean lateral velocity. It does not affect the vehicle's dynamics. In fact, it affects lateral speed. It is part of the vehicle's state. During the derivation process, The effects have been included in coefficient matrices A and B.

[0221] 5. Feedforward control process

[0222] In some embodiments, during vehicle operation, the driver's input driving control intention can be identified. After identifying the driver's input driving control intention, the feedforward yaw moment is determined based on the driver's current input driving intention and the vehicle's current driving parameters, and then the vehicle is fedforward controlled based on the feedforward yaw moment.

[0223] Figure 7 is a flowchart illustrating a vehicle control method according to an embodiment of this application. As shown in Figure 7, the process of performing feedforward control on the vehicle in this vehicle control method may include the following steps:

[0224] S401, determine the first mapping data based on the driving control intention.

[0225] In this embodiment of the application, the actual state of the vehicle varies depending on the driver's input driving control intention. Therefore, feedforward control is performed on the vehicle based on the driver's current input driving control intention.

[0226] Specifically, corresponding mapping data can be set for each driving control intention. The mapping data corresponding to a driving control intention can represent the correspondence between the expected feedforward yaw acceleration (i.e., the basic feedforward yaw acceleration) and the vehicle's driving parameters under that driving control intention. Based on the mapping data, the currently expected feedforward yaw acceleration can then be obtained. The driving parameters include vehicle speed and steering wheel angle.

[0227] For example, the first mapping data is the correspondence between the feedforward yaw acceleration and the vehicle's driving parameters under the current driving control intention.

[0228] For example, the driving control intention is the intention to accelerate to the right ( Taking (=9) as an example, the first mapping data is shown in Table 3 below.

[0229] Table 3 shows the feedforward yaw acceleration at different vehicle speeds and steering wheel positions.

[0230]

[0231] It should be noted that the unit of feedforward yaw acceleration is . Turn the steering wheel to the right, and the corresponding steering wheel angle is negative, with the counterclockwise rotation around the Z-axis as the positive direction of the yaw rate.

[0232] It should be noted that when a vehicle is traveling at low speeds, responsiveness is prioritized. As the steering wheel angle increases, the yaw rate also increases. For example, at a current speed of 20 km / h, the yaw rate increases as the steering wheel angle increases.

[0233] When the vehicle speed is at medium to high speeds and the steering wheel angle is small, stability is prioritized, and the yaw acceleration decreases as the speed increases. For example, at a current speed of 80 km / h and a steering wheel angle of -100 degrees, the feedforward yaw acceleration is -0.4. At the current vehicle speed of 120 km / h and a steering wheel angle of -100 degrees, the feedforward yaw acceleration is -0.2. .

[0234] When the vehicle speed is at medium to high speeds and the steering wheel angle is large, input the reverse yaw acceleration to reduce the risk of vehicle instability. For example, when the current steering wheel angle is -300 degrees and the vehicle speed is 40 km / h to 12040 km / h, the feedforward yaw acceleration is positive; when the current steering wheel angle is -500 degrees and the vehicle speed is 40 km / h to 12040 km / h, the feedforward yaw acceleration is positive.

[0235] S402, based on the first mapping data, the vehicle's current speed and steering wheel angle, determine the target feedforward yaw acceleration.

[0236] For example, the driving control intention is the intention to accelerate to the right ( Taking =9 as an example, obtain the vehicle's current speed and steering wheel angle, and find the corresponding feedforward yaw acceleration in Table 3 above to obtain the target yaw acceleration.

[0237] S403, determine the basic feedforward yaw moment based on the target feedforward yaw acceleration and the vehicle's moment of inertia.

[0238] For example, the basic feedforward yaw moment can be determined according to the following formula (28).

[0239] (28)

[0240] in, Indicates the basic feedforward yaw moment; This represents the target's yaw acceleration; This represents the vehicle's moment of inertia.

[0241] S404 performs feedforward control of the vehicle based on the basic feedforward yaw moment.

[0242] In some examples, during the identification of driving control intentions, the number of changes in the vehicle's actual longitudinal intention is determined based on the vehicle's longitudinal acceleration, resulting in the first number of intention changes; the number of changes in the vehicle's actual steering intention is determined based on the vehicle's lateral acceleration, resulting in the second number of intention changes. Based on the first and second number of intention changes, the base feedforward yaw moment is corrected to obtain the target feedforward yaw moment, and then feedforward control of the vehicle is performed based on the target feedforward yaw moment.

[0243] For example, a correction coefficient is determined based on the number of changes in the first intention and the number of changes in the second intention, and the basic feedforward yaw moment is corrected based on the correction coefficient to obtain the target feedforward yaw moment.

[0244] For example, the correction factors can be found in Table 4 below.

[0245] Table 4 shows the correction coefficients for different numbers of changes in the first intention and the second intention.

[0246]

[0247] Where N represents the number of times the first intention changes, and Ny represents the number of times the second intention changes.

[0248] It should be noted that when the number of changes in the first intention within the first preset time period is less than the preset number threshold, and the number of changes in the second intention within the first preset time period is less than the preset number threshold, it indicates that the driver's current control intention over the vehicle is weak, and the correction coefficient is close to 1, that is, the target feedforward yaw moment is close to the basic feedforward yaw moment.

[0249] As the number of changes in the first intention increases, the number of changes in the second intention also increases, indicating that the driver's current intention to control the vehicle is stronger. In this case, the correction coefficient should be reduced. For example, when the number of changes in the first intention within a first preset time period is greater than or equal to a preset threshold, and / or the number of changes in the second intention within the first preset time period is greater than or equal to a preset threshold, it indicates that the driver's current intention to control the vehicle is strong, and the correction coefficient should be less than 1. Different operating styles can be achieved by setting different correction coefficients.

[0250] In this embodiment, during the process of recognizing driving control intentions, the number of changes in the vehicle's actual longitudinal intention and the number of changes in the actual steering intention are determined based on the vehicle's longitudinal acceleration. The basic feedforward yaw moment is corrected based on the number of changes in the actual longitudinal intention and the number of changes in the actual steering intention. Then, based on the corrected target feedforward yaw moment, the vehicle is fedforward controlled. This allows for dynamic adjustment of the target feedforward yaw moment based on driving style, improving personalized driving experience and adapting to different driver habits.

[0251] During the feedforward control of the vehicle, the feedforward yaw moment is limited based on the yaw moment boundary. Specifically:

[0252] S501, determine the total yaw moment boundary of the vehicle.

[0253] For example, S501 includes the following steps:

[0254] S5011, determine the longitudinal moment boundaries of each wheel.

[0255] For example, for each wheel, the longitudinal moment boundary of the wheel is determined based on the adhesion coefficient of the road surface where the vehicle is located, the slip ratio of the wheel, and the vertical load on the wheel.

[0256] Specifically, the longitudinal moment boundary of the wheel can be determined according to the following formula (29).

[0257] (29)

[0258] in, This represents the longitudinal moment boundary of the i-th wheel; This represents the vertical load on the i-th wheel; This indicates the coefficient of adhesion of the road surface on which the vehicle is located; This represents the slip ratio correction factor.

[0259] It should be noted that the vertical load on each wheel can be calculated according to formulas (6) to (9) above, which will not be repeated here.

[0260] The slip ratio correction factor is related to the wheel's slip ratio. It can be determined based on the wheel's slip ratio λ. For example, the slip ratio correction factor can be found in Table 5 below.

[0261] Table 5 shows the slip ratio correction coefficients for different slip ratios.

[0262]

[0263] The coefficient of adhesion of the road surface on which the vehicle is located can be determined based on the vehicle's longitudinal and lateral acceleration. The longitudinal and lateral accelerations of the vehicle are detected by acceleration sensors.

[0264] For example, the coefficient of adhesion of the road surface on which the vehicle is located can be determined according to the following formula (30).

[0265] (30)

[0266] in, This indicates the coefficient of adhesion of the road surface on which the vehicle is located; This indicates the vehicle's longitudinal acceleration; Indicates the lateral acceleration of the vehicle; It represents the acceleration due to gravity.

[0267] S5012 determines the maximum permissible reverse force of the wheels based on the adhesion coefficient of the road surface where the vehicle is located.

[0268] The maximum allowable reverse force of the wheel ( This is related to the coefficient of adhesion of the road surface where the vehicle is located. The maximum allowable counterforce of the wheel can be determined based on the coefficient of adhesion of the road surface. For example, the maximum allowable counterforce of the wheel can be found in Table 6 below.

[0269] Table 6 shows the maximum allowable reverse force of the wheel for different adhesion coefficients.

[0270]

[0271] S5013 determines the total yaw moment boundary of the vehicle based on the longitudinal moment boundary of each wheel, the original driving demand moment of each wheel, the torque boundary of the distributed motor on each wheel, and the maximum allowable counterforce of the wheel.

[0272] The total yaw moment boundary of a vehicle refers to the maximum yaw moment that the vehicle can provide. The total yaw moment boundary of a vehicle includes the front axle yaw moment boundary and the rear axle yaw moment boundary.

[0273] The front axle yaw moment boundary refers to the maximum yaw moment that the vehicle's front axle can provide. The process for determining the front axle yaw moment boundary is as follows:

[0274] The yaw force space provided by the front axle is determined according to the following formula (31).

[0275] (31)

[0276] in, This indicates that the front axle provides yaw force space; This indicates the longitudinal moment boundary of the front wheel; This indicates the initial driving torque required by the front wheels; This represents the torque boundary of the distributed motor in the front wheel; This indicates the maximum allowable reverse force on the wheel; Indicates the radius of the wheel.

[0277] It should be noted that the longitudinal moment boundary of the front wheels can be determined based on the longitudinal moment boundaries of the left and right front wheels. For example, the average of the longitudinal moment boundaries of the left and right front wheels can be taken. The original driving demand torque of the front wheels can be determined based on the driving control intention.

[0278] According to the following formula (32), the yaw moment boundary of the front axle is determined based on the yaw force space provided by the front axle.

[0279] (32)

[0280] in, Indicates the front axle yaw moment boundary; This indicates that the front axle provides yaw force space; Indicates wheel track; This indicates the steering angle of the vehicle's front wheels.

[0281] The rear axle yaw moment boundary refers to the maximum yaw moment that the rear axle of a vehicle can provide. The process for determining the rear axle yaw moment boundary is as follows:

[0282] The space for yaw force provided by the rear axle is determined according to the following formula (33).

[0283] (33)

[0284] in, This indicates that the rear axle provides yaw force space; This indicates the longitudinal moment boundary of the rear wheel; This indicates the initial driving torque required by the rear wheels; This represents the torque boundary of the distributed motor in the rear wheels; This indicates the maximum allowable reverse force on the wheel; Indicates the radius of the wheel.

[0285] It should be noted that the longitudinal moment boundary of the rear wheels can be determined based on the longitudinal moment boundaries of the left and right rear wheels. For example, the average of the longitudinal moment boundaries of the left and right rear wheels can be taken. The original driving demand torque of the rear wheels can be determined based on the driving control intention.

[0286] According to the following formula (34), the yaw moment boundary of the rear axle is determined based on the yaw force space provided by the rear axle.

[0287] (34)

[0288] in, Indicates the boundary of the rear axle yaw moment; This indicates that the rear axle provides yaw force space; Indicates wheel track.

[0289] The boundary of the total yaw moment of the vehicle is determined according to the following formula (35).

[0290] (35)

[0291] in, The boundary of the vehicle's total yaw moment; Indicates the front axle yaw moment boundary; This indicates the boundary of the rear axle yaw moment.

[0292] S502 determines the total feedforward yaw moment of the vehicle based on the preset distribution coefficient.

[0293] The total feedforward yaw moment of the vehicle is determined according to the following formula (36).

[0294] (36)

[0295] in, This indicates the total feedforward yaw moment of the vehicle; The boundary of the vehicle's total yaw moment; This indicates the preset allocation coefficient.

[0296] For example, the preset allocation coefficient can be 0.5.

[0297] In other words, during the feedforward control of the vehicle, the vehicle's yaw moment is limited to within the total feedforward yaw moment. This limitation ensures that the feedforward control moment does not exceed the vehicle's physical capability boundaries, responding to the driver's intentions as much as possible while maintaining vehicle stability.

[0298] In this embodiment, a yaw feedforward control based on driver intent and real-time parameter estimation is established. The feedforward control enhances the vehicle's ability to quickly adjust its attitude while satisfying the driver's steering intent within the road surface boundaries.

[0299] 6. Feedback Control Process

[0300] 6.1. Feedback control of the vehicle based on the target yaw rate.

[0301] In some embodiments, when adjusting the yaw moment of a vehicle based on the deviation between the target yaw rate and the actual yaw rate of the vehicle, feedback control of the yaw moment of the vehicle can be performed based on the deviation between the target yaw rate and the actual yaw rate of the vehicle.

[0302] Figure 8 is a flowchart illustrating a vehicle control method according to an embodiment of this application. In some examples, as shown in Figure 8, the process of feedback control of the vehicle in this vehicle control method may include the following steps:

[0303] S601, determine the yaw rate deviation based on the target yaw rate and the vehicle's actual yaw rate.

[0304] For example, the yaw rate deviation can be determined according to the following formula (36).

[0305] (36)

[0306] in, Indicates the deviation of yaw rate; Indicates the target's yaw rate; This indicates the vehicle's actual yaw rate.

[0307] S602, when the yaw rate deviation is greater than the preset tolerance threshold, adjust the vehicle's yaw moment.

[0308] In this embodiment, due to factors such as wheel wear, load changes, and tire pressure changes, there is a deviation between the target yaw rate and the actual yaw rate during the steady-state process. Therefore, a preset tolerance threshold can be set in advance. Furthermore, if the yaw rate deviation is greater than the preset tolerance threshold, the vehicle's yaw moment is adjusted; if the yaw rate deviation is less than or equal to the preset tolerance threshold, the vehicle's yaw moment is not adjusted.

[0309] S603: After adjusting the vehicle's yaw moment, if the yaw rate deviation decreases to less than or equal to the preset tolerance threshold, then stop adjusting the vehicle's yaw moment.

[0310] Among them, a yaw rate deviation less than or equal to a preset tolerance threshold can be understood as the yaw rate deviation falling within a preset deviation range (i.e., tolerance bandwidth). For example, the tolerance bandwidth is 0.05~0.09 rad / s.

[0311] In other words, after determining the target yaw rate, the deviation between the target yaw rate and the vehicle's actual yaw rate (i.e., yaw rate deviation) is determined. When the yaw rate deviation is outside the tolerance band, the vehicle's yaw rate is controlled. When the yaw rate deviation enters the tolerance band, control of the vehicle's yaw rate is stopped. This ensures the vehicle's yaw stability while avoiding a control loop due to inherent deviations.

[0312] In some examples, when the vehicle is controlled in feedback mode based on a target yaw rate, the yaw rate of the vehicle can be adjusted by control parameters (such as PI control parameters).

[0313] For example, under the driver's current input driving control intention, the actual feedback control intention of the vehicle is obtained, and control parameters are determined based on the actual feedback control intention of the vehicle.

[0314] Specifically, as shown in Figure 9, adjusting the yaw moment of a vehicle can include the following steps:

[0315] S701 determines the actual steering state of the vehicle based on the yaw rate deviation.

[0316] S702 determines the vehicle's actual feedback control intention based on the driving control intention and the actual steering state.

[0317] For details on the specific implementation of S701 and S702, please refer to "2.3, Feedback on Manipulation Intent" above, which will not be repeated here.

[0318] S703 determines the first control parameter based on the feedback control intention.

[0319] Different feedback operation intentions correspond to different control parameter selection strategies. Based on the current feedback operation intention, the corresponding control parameter selection strategy is determined, and then the first control parameter is determined based on the control parameter selection strategy.

[0320] In some examples, the actual steering state belongs to different preset steering states, and the magnitude of the first control parameter varies. When the actual steering state belongs to the first preset steering state, the first control parameter is the first preset control parameter; when the actual steering state belongs to the second preset steering state, the first control parameter is the second preset control parameter; and when the actual steering state belongs to the third preset steering state, the first control parameter is the third preset control parameter. The second preset control parameter is greater than the first preset control parameter, and the third preset control parameter is greater than the second preset control parameter.

[0321] The first preset steering state indicates that the deviation between the target yaw rate and the vehicle's actual yaw rate is small. For example, the first preset steering state is neutral steering.

[0322] The second preset steering state indicates that the vehicle is understeering. For example, the second preset steering state includes understeering when turning left and understeering when turning right.

[0323] The third preset steering state indicates that the vehicle is oversteering. For example, the third preset steering state includes left turn oversteering and right turn oversteering.

[0324] In some examples, after determining the preset steering state to which the vehicle's actual steering state belongs, the first control parameter is determined based on the driving control intention. This will be explained in detail below.

[0325] In some examples, when the actual steering state is a first preset steering state, the first reference control parameter is used as the first control parameter.

[0326] The first preset steering state indicates that the deviation between the target yaw rate and the vehicle's actual yaw rate is small. For example, the first preset steering state is neutral steering.

[0327] Specifically, when the vehicle's actual steering state is neutral steering, the driving control intention (such as lateral control intention) is either a straight-ahead intention, a left-turn intention, a right-turn intention, a left-turn-to-center intention, or a right-turn-to-center intention. The first reference control parameter is used as the first control parameter. In other words, when the vehicle's actual yaw rate is close to the target yaw rate, it indicates that the yaw rate deviation is near the tolerance zone. At this time, a smaller first control parameter is used (i.e., the weakest control is used), which can avoid excessive intervention and oscillation, and ensure driving comfort.

[0328] For example, the first reference control parameter may include a first reference P (proportional) value and a first reference I (integral) value. It is understood that the first reference P value can be a specific numerical value or a range of values. The first reference I value can be a specific numerical value or a range of values.

[0329] In some examples, when the actual steering state is a second preset steering state and the driving control intention instructs the driver to perform a reverse correction operation, the second reference control parameter is used as the first control parameter. The second reference control parameter is greater than or equal to the first reference control parameter.

[0330] The second preset steering state indicates that the vehicle is understeering. The driving control intention instructing the driver to perform a reverse correction operation can be understood as the driver performing a straightening operation relative to the actual steering state of the vehicle.

[0331] For example, the second preset steering state is understeer when turning left, and the corresponding driving control intention is to straighten the left turn. For example, the second preset steering state is understeer when turning right, and the corresponding driving control intention is to straighten the right turn.

[0332] In other words, when the actual steering state of the vehicle indicates understeering and the driver performs a reverse correction, it means that the driver is actively returning the vehicle to center. At this time, a smaller first control parameter (i.e., weaker control) is used to avoid excessive intervention and oscillation, thus ensuring driving comfort.

[0333] For example, the second reference control parameter may include a second reference P (proportional) value and a second reference I (integral) value. It is understood that the second reference P value can be a specific numerical value or a range of values. The second reference I value can be a specific numerical value or a range of values.

[0334] In some examples, when the actual steering state is a second preset steering state and the driving control intention indicates that the driver has not performed a reverse correction operation, the third reference control parameter is used as the first control parameter. The third reference control parameter is greater than the second reference control parameter.

[0335] For example, the second preset steering state is understeer when turning left, and the corresponding driving control intention is a left turn intention. For example, the second preset steering state is understeer when turning right, and the corresponding driving control intention is a right turn intention.

[0336] In other words, when the actual steering state of the vehicle indicates understeering and the driver does not perform a reverse correction, a larger first control parameter (i.e., stronger control) is used to help the vehicle reach the desired yaw rate (i.e., the target yaw rate).

[0337] For example, the third reference control parameter may include a third reference P (proportional) value and a third reference I (integral) value. It is understood that the third reference P value can be a specific numerical value or a range of values. The third reference I value can be a specific numerical value or a range of values.

[0338] In some examples, when the actual steering state is a third preset steering state and the driving control intention instructs the driver to perform a reverse correction, the fourth reference control parameter is used as the first control parameter. The fourth reference control parameter is greater than the third reference control parameter.

[0339] The third preset steering state indicates that the vehicle has oversteered. The driving control intention instructing the driver to perform a reverse correction operation can be understood as the driver performing a return-to-center operation relative to the actual steering state of the vehicle.

[0340] For example, the third preset steering state is left turn oversteering, and the corresponding driving control intention is left turn straightening intention. For example, the third preset steering state is right turn oversteering, and the corresponding driving control intention is right turn straightening intention.

[0341] For example, the fourth reference control parameter may include a fourth reference P (proportional) value and a fourth reference I (integral) value. It is understood that the fourth reference P value can be a specific numerical value or a range of values. The fourth reference I value can be a specific numerical value or a range of values.

[0342] In some examples, when the actual steering state is the third preset steering state and the driving control intention indicates that the driver has not performed a reverse correction operation, the fifth reference control parameter is used as the first control parameter. The fifth reference control parameter is greater than the fourth reference control parameter.

[0343] The third preset steering state indicates that the vehicle has oversteered. The driver's failure to perform a reverse correction operation when the driving control intention indicates that the driver has not performed a return-to-center operation relative to the actual steering state of the vehicle can be understood as the driver not performing a return-to-center operation relative to the actual steering state of the vehicle.

[0344] For example, the third preset steering state is left turn oversteer, and the corresponding driving control intention is left turn intention. For example, the third preset steering state is right turn oversteer, and the corresponding driving control intention is right turn intention.

[0345] For example, the fifth reference control parameter may include a fifth reference P (proportional) value and a fifth reference I (integral) value. It is understood that the fifth reference P value can be a specific numerical value or a range of values. The fifth reference I value can be a specific numerical value or a range of values.

[0346] In other words, when the vehicle's actual steering state indicates oversteer, the control intensity can be adjusted according to the driver's intention. Specifically, when the vehicle's actual steering state indicates oversteer and the driver is attempting a corrective maneuver, a larger primary control parameter (i.e., strong control) is used to assist the driver in correcting the oversteer, but without excessive intervention to avoid conflict with the driver's operation. When the vehicle's actual steering state indicates oversteer and the driver is not attempting a corrective maneuver, an even larger primary control parameter (i.e., strongest control) is used to quickly correct the vehicle's state and prevent danger.

[0347] In other words, the first reference control parameter (weakest control) < the second reference control parameter (relatively weak control) < the third reference control parameter (relatively strong control) < the fourth reference control parameter (strong control) < the fifth reference control parameter (strongest control).

[0348] For example, the control parameter selection strategies and control parameters (such as PI control parameters) corresponding to different feedback operation intentions can be shown in Table 7 below.

[0349]

[0350] In other words, when the vehicle's actual yaw rate is close to the target yaw rate, it indicates that the yaw rate deviation is near the tolerance zone. At this point, the weakest control is used to avoid excessive intervention and oscillations, ensuring driving comfort. When the vehicle's actual steering indicates understeer and the driver is making a corrective maneuver, it means the driver is actively correcting the steering. In this case, a weaker control is used to avoid excessive intervention and oscillations, ensuring driving comfort. When the vehicle's actual steering indicates understeer and the driver is not making a corrective maneuver, a stronger control is used to help the vehicle reach the desired yaw rate. When the vehicle's actual steering indicates oversteer, the control intensity can be adjusted according to the driver's intention. Specifically, when the vehicle's actual steering indicates oversteer and the driver is making a corrective maneuver, a strong control is used to assist the driver in correcting the steering, but without excessive intervention to avoid conflict with the driver's operation. When the vehicle's actual steering indicates oversteer and the driver is not making a corrective maneuver, the strongest control is used to quickly correct the vehicle's state and prevent danger.

[0351] S704 adjusts the vehicle's yaw moment based on the first control parameter.

[0352] In this embodiment, control is weakened when strong control is not needed to reduce unnecessary intervention and make vehicle control smoother. Strong control is employed in dangerous conditions (such as oversteer) to promptly correct the vehicle's state and prevent loss of control. The control strength is adjusted based on the driver's corrective actions, ensuring coordination between the system and the driver's operations, avoiding conflicts, and improving driving experience and safety. By recognizing different feedback manipulation intentions, control parameters are adaptively adjusted to ensure good control performance under various conditions. Therefore, the core of this adaptive PI parameter adjustment strategy is to dynamically adjust the control strength based on a comprehensive judgment of vehicle state and driver behavior to achieve a balance between safety, comfort, and human-machine coordination.

[0353] In some embodiments, during the process of adjusting the yaw rate of the vehicle by means of control parameters (such as PI control parameters), the current lateral impact of the vehicle can be determined based on the actual lateral acceleration of the vehicle. When it is determined that the current lateral impact of the vehicle is greater than a preset impact threshold, the control parameters are adjusted.

[0354] For example, as shown in Figure 10, adjusting the yaw moment of the vehicle according to the first control parameter may include the following steps:

[0355] S801 determines the current lateral impact intensity of the vehicle based on its current lateral acceleration.

[0356] Specifically, regarding the lateral acceleration of the vehicle ( The differential is performed to obtain the current lateral impact force of the vehicle. ).

[0357] S802, when the current lateral impact of the vehicle is greater than the preset impact threshold, determines the impact correction coefficient based on the feedback control intention and the current lateral impact of the vehicle.

[0358] Among them, the preset impact threshold ( This is used to measure whether the current lateral impact of a vehicle is significant.

[0359] The vehicle's current lateral impact is fused with the feedback steering intention. For example, taking neutral steering as the feedback steering intention, four quadrants are constructed based on the signs of the lateral impact and the yaw rate deviation. In the first quadrant, both the lateral impact and yaw rate deviation are greater than 0; in the second quadrant, both are less than 0; in the third quadrant, both are less than 0; and in the fourth quadrant, both are greater than 0.

[0360] When the vehicle's current lateral impact is greater than 0 and the current yaw rate deviation is greater than 0, it indicates that the driver is rapidly increasing steering, but the vehicle's response is insufficient. A significant increase in control effort is needed to quickly correct the understeer; therefore, the impact correction coefficient is set to its maximum. For example, the impact correction coefficient... When the vehicle's current lateral impact is less than 0 and the current yaw rate deviation is less than 0, it indicates that the vehicle is rapidly fishtailing and requires emergency stabilization and the strongest control intervention to prevent loss of control. Therefore, the impact correction coefficient is set to the maximum. For example, the impact correction coefficient... Otherwise, it indicates that although oversteer exists, the driver is operating gently, maintaining control, and avoiding excessive intervention; therefore, the impact correction coefficient is [not specified]. The value is set to 1. This means that the vehicle's current lateral impact and yaw rate deviations are located in the first and third quadrants, where the impact correction factor is at its maximum. For other quadrants, the impact correction factor is set to... The value is 1.

[0361] S803, the first control parameter is corrected based on the impact correction coefficient to obtain the second control parameter.

[0362] For example, the product of the first control parameter and the impact correction coefficient is used as the second control parameter.

[0363] S804 adjusts the vehicle's yaw moment based on the second control parameter.

[0364] In this embodiment, when the current lateral impact of the vehicle is determined to be greater than the preset impact threshold, the control parameters are adjusted to achieve accurate identification and rapid response to the driver's emergency operation intentions. This significantly improves the vehicle's handling quality and driving experience while ensuring safety.

[0365] In some embodiments, after the adjustment of the vehicle's yaw moment is stopped, that is, after the yaw rate control enters the cut-off state, the vehicle's yaw stability is controlled according to the vehicle's current actual center of gravity sideslip angle.

[0366] For example, as shown in Figure 11, yaw stability control of a vehicle based on its current actual sideslip angle can include the following steps:

[0367] S901, obtain the vehicle's current actual center of gravity sideslip angle.

[0368] S902, if the actual centroid side deflection angle is greater than the preset centroid side deflection angle threshold, then determine the centroid side deflection angle deviation between the preset centroid side deflection angle threshold and the actual centroid side deflection angle.

[0369] Among them, the preset centroid sideslip angle threshold refers to the maximum allowable centroid sideslip angle. .

[0370] For example, the centroid sideslip angle deviation can be determined according to the following formula (37).

[0371] (37)

[0372] in, Indicates the deviation of the centroid sideslip angle; This indicates the preset centroid sideslip angle threshold; This indicates the vehicle's actual sideslip angle.

[0373] For example, the preset center of gravity sideslip angle threshold (maximum permissible center of gravity sideslip angle) can be determined based on the adhesion coefficient of the road surface where the vehicle is located. For example, the maximum permissible center of gravity sideslip angle can be found in Table 8 below.

[0374] Table 8 shows the maximum permissible centroid sideslip angle for different adhesion coefficients.

[0375]

[0376] S903, determine the additional yaw moment based on the deviation of the center of gravity side slip angle.

[0377] S904 controls the vehicle based on an additional yaw moment.

[0378] In other words, the activation conditions for the center of mass sideslip angle control include: the yaw rate control entering the cutoff state, and the actual center of mass sideslip angle being greater than the preset center of mass sideslip angle threshold.

[0379] When the activation conditions for center of mass sideslip angle control are met, the center of mass sideslip angle control is activated. The controller will calculate the required additional yaw moment based on the center of mass sideslip angle deviation in order to reduce the center of mass sideslip angle so that it does not exceed the maximum allowable value.

[0380] In this embodiment, tolerance control of yaw rate and center of gravity sideslip angle is established, the tolerance bandwidth of vehicle yaw rate is calibrated, the steady-state error caused by changes in environmental factors is reduced, and integral saturation in closed-loop control is avoided.

[0381] In some embodiments, during feedback control of the vehicle based on the target front wheel yaw moment, the vehicle's feedback yaw moment is limited based on the feedback yaw moment boundary (i.e., the yaw closed-loop control moment). Specifically:

[0382] The yaw closed-loop control torque can be determined based on the total feedforward yaw torque of the vehicle mentioned earlier.

[0383] The yaw closed-loop control torque of the vehicle is determined according to the following formula (38).

[0384] (38)

[0385] in, This indicates the yaw rate closed-loop control torque of the vehicle. This indicates the boundary of the vehicle's total yaw moment; This indicates the preset allocation coefficient.

[0386] For example, the preset allocation coefficient can be 0.5.

[0387] Wherein, the yaw closed-loop control torque is equal to the yaw angular velocity closed-loop control torque. and center of mass side slip angle closed-loop control torque sum.

[0388] In this way, the yaw moment boundary is calculated based on real-time online parameter estimation, limiting the yaw feedback control torque. By calculating the yaw moment boundary in real time and intelligently allocating it, coordinated operation between feedforward control and feedback control is achieved, ensuring vehicle stability while guaranteeing rapid response.

[0389] In some embodiments, the distributed electric drive torque redistribution is performed by calculating the four-wheel yaw moment distribution ratio based on the vehicle's feedback steering intention (i.e., the current driver's feedback steering intention in the loop).

[0390] For example, in S1001, the total yaw control torque of the vehicle is determined based on the total feedforward yaw torque and the yaw closed-loop control torque.

[0391] For example, the total yaw control torque is determined according to the following formula (39).

[0392] (39)

[0393] in, Indicates the total yaw control torque; Indicates the total feedforward yaw moment; This represents the yaw closed-loop control torque.

[0394] S1002 determines the distribution ratio of front and rear yaw moments based on the vehicle's feedback and handling intentions.

[0395] Specifically, the front-to-rear yaw moment distribution ratio can be set for each feedback control intention. A second mapping data corresponding to a feedback control intention can characterize the correspondence between the desired front-to-rear yaw moment distribution ratio and the vehicle's driving parameters under that feedback control intention. Furthermore, based on the mapping data, the currently desired front-to-rear yaw moment distribution ratio can be obtained. The driving parameters include vehicle speed and steering wheel angle.

[0396] For example, the second mapping data is the correspondence between the distribution ratio of the front and rear yaw moments and the vehicle's driving parameters under the current feedback control intention.

[0397] For example, the feedback control intention is understeering when turning left ( Taking 2 as an example, the second mapping data is shown in Table 9 below.

[0398] Table 9 shows the distribution ratio of front and rear yaw moments under different vehicle speeds and steering wheel turns.

[0399]

[0400] It should be noted that for medium and low speed conditions (20-80km / h): small steering angles (0-30°) require balanced front and rear power distribution. =0.5), the center turning angle (60-90°) adopts rear axle reinforcement ( =0.6), large turning angles (120-150°) are achieved with significantly reinforced rear axles ( =0.7).

[0401] For high-speed driving conditions (100-120km / h): all steering angles are evenly distributed between the front and rear ( =0.5).

[0402] In other words, for understeer, the rear axle yaw control torque is appropriately increased in conjunction with the yaw control torque at low and medium speeds to change the vehicle's steering characteristics at low and medium speeds, but the basic distribution (5:5) is used in high-speed scenarios to retain a certain degree of understeer characteristics of the vehicle.

[0403] S1003, determine the front axle yaw moment and the rear axle yaw moment based on the distribution ratio of the front and rear yaw moments and the total yaw control moment.

[0404] For example, the front axle yaw moment is determined according to the following formula (40).

[0405] (40)

[0406] in, Indicates the front axle yaw moment; Indicates the total yaw control torque; This indicates the distribution ratio of the yaw moment.

[0407] For example, the rear axle yaw moment is determined according to the following formula (41).

[0408] (41)

[0409] in, This indicates the rear axle yaw moment; Indicates the total yaw control torque; This indicates the distribution ratio of the yaw moment.

[0410] S1004, determine the yaw moment of each wheel based on the yaw moment of the front axle and the yaw moment of the rear axle.

[0411] The yaw control torque on each wheel is equal to half of the total yaw torque on that axle.

[0412] For example, the torque of the left and right motors equal to the original distributed torque The yaw moments of each axis are superimposed.

[0413] For example, the yaw moment of each wheel can be determined according to the following formulas (42) to (45).

[0414] (42)

[0415] (43)

[0416] (44)

[0417] (45)

[0418] in, This indicates the yaw moment of the left front wheel; This indicates the yaw moment of the right front wheel; This indicates the yaw moment of the left rear wheel; This indicates the yaw moment of the right rear wheel; Indicates the front axle yaw moment; This indicates the rear axle yaw moment; Indicates the radius of the wheel; Indicates the front wheel steering angle; Indicates the front wheel track width; This indicates the rear wheel track width.

[0419] This application embodiment also provides a vehicle control device. As shown in FIG12, the vehicle control device 1200 includes an intent recognition module 1201, an adjustment module 1202, and a control module 1203. The intent recognition module 1201 is used to recognize the driving control intent input by the driver based on the vehicle's driving parameters, including steering parameters, which include steering wheel angle and steering wheel rotation angular velocity. The adjustment module 1202 is used to adjust the target yaw rate to a first yaw rate if the driving control intent meets a first preset condition and the steering parameters meet a second preset condition; wherein the first preset condition indicates that the driving control intent has a steering intent; the second preset condition is: the steering wheel angle is greater than a preset angle threshold, and / or, the steering wheel rotation angular velocity is greater than a preset angular velocity threshold; the first yaw rate is determined based on a seven-degree-of-freedom model; the seven-degree-of-freedom model is used to characterize the longitudinal, lateral, yaw, and rotational motion of the vehicle's four wheels. The control module 1203 is used to adjust the vehicle's yaw moment based on the deviation between the target yaw rate and the vehicle's actual yaw rate.

[0420] The vehicle provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0421] Figure 13 is a schematic diagram of the structure of the vehicle provided in this application. As shown in Figure 13, the vehicle 130 provided in this embodiment includes at least one processor 1301 and a memory 1302. Optionally, the electronic device 130 further includes a communication component 1303. The processor 1301, the memory 1302, and the communication component 1303 are connected via a bus 1304.

[0422] In a specific implementation, at least one processor 1301 executes computer execution instructions stored in memory 1302, causing at least one processor 1301 to perform the above-described method.

[0423] The specific implementation process of processor 1301 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0424] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0425] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0426] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0427] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0428] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0429] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0430] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0431] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0432] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0433] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0434] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0435] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0436] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A vehicle control method, characterized in that, The method includes: identifying the driver's input driving control intention based on vehicle driving parameters, the driving parameters including steering parameters, the steering parameters including steering wheel angle and steering wheel angular velocity; if the driving control intention does not meet a first preset condition, and / or the steering parameters do not meet a second preset condition, then adjusting the target yaw rate to a second yaw rate, the second yaw rate being determined based on a two-degree-of-freedom model; if the driving control intention meets the first preset condition, and the steering parameters meet the second preset condition, then gradually adjusting the target yaw rate from the second yaw rate. The first yaw rate is defined as follows: the first preset condition indicates that the driving control intention has a steering intention; the second preset condition is that the steering wheel angle is greater than a preset angle threshold, and / or the steering wheel rotation angular velocity is greater than a preset angular velocity threshold; the first yaw rate is determined based on a seven-degree-of-freedom model; the seven-degree-of-freedom model is used to characterize the longitudinal, lateral, yaw, and rotational motion of the vehicle's four wheels; the yaw torque of the vehicle is adjusted according to the driving control intention and the yaw rate deviation between the target yaw rate and the actual yaw rate of the vehicle, so as to perform feedback control on the vehicle.

2. The method according to claim 1, characterized in that, The step of gradually adjusting the target yaw rate from the second yaw rate to the first yaw rate includes: gradually adjusting the target yaw rate from the second yaw rate to the first yaw rate within a preset adjustment time.

3. The method according to claim 2, characterized in that, The step of gradually adjusting the target yaw rate from the second yaw rate to the first yaw rate within a preset adjustment period includes: weighting and fusing the first yaw rate and the second yaw rate to obtain the target yaw rate; wherein the first yaw rate corresponds to a first weight factor, the second yaw rate corresponds to a second weight factor, the sum of the first weight factor and the second weight factor is 1, and the first weight factor gradually increases from 0 to 1 within the preset adjustment period.

4. The method according to claim 1, characterized in that, The method further includes: acquiring the vehicle's current longitudinal speed, front wheel angle, and longitudinal forces of the four wheels; and determining the first yaw rate based on the seven-degree-of-freedom model, according to the vehicle's current longitudinal speed, front wheel angle, and longitudinal forces of the four wheels.

5. The method according to claim 1, characterized in that, The step of adjusting the vehicle's yaw moment based on the driving control intention and the yaw rate deviation between the target yaw rate and the vehicle's actual yaw rate to provide feedback control of the vehicle includes: adjusting the vehicle's yaw moment based on the driving control intention and the yaw rate deviation between the target yaw rate and the vehicle's actual yaw rate when the yaw rate deviation is greater than a preset tolerance threshold to provide feedback control of the vehicle; and stopping the adjustment of the vehicle's yaw moment if the yaw rate deviation decreases to less than or equal to the preset tolerance threshold after adjusting the vehicle's yaw moment.

6. The method according to claim 5, characterized in that, The step of adjusting the yaw moment of the vehicle based on the driving control intention and the yaw rate deviation between the target yaw rate and the actual yaw rate of the vehicle includes: determining the actual steering state of the vehicle based on the yaw rate deviation; determining the actual feedback steering intention of the vehicle based on the driving control intention and the actual steering state; determining a first control parameter based on the feedback steering intention; and adjusting the yaw moment of the vehicle based on the first control parameter.

7. The method according to claim 6, characterized in that, The step of determining the first control parameter based on the feedback control intention includes: determining the current lateral impact degree of the vehicle based on the current lateral acceleration of the vehicle; if the current lateral impact degree of the vehicle is greater than a preset impact degree threshold, determining an impact degree correction coefficient based on the feedback control intention and the current lateral impact degree of the vehicle; and correcting the first control parameter based on the impact degree correction coefficient to obtain a second control parameter; the step of adjusting the yaw moment of the vehicle based on the first control parameter includes: adjusting the yaw moment of the vehicle based on the second control parameter.

8. The method according to claim 5, characterized in that, After stopping the adjustment of the vehicle's yaw moment, the method further includes: obtaining the vehicle's current actual sideslip angle; if the actual sideslip angle is greater than a preset sideslip angle threshold, determining the sideslip angle deviation between the preset sideslip angle threshold and the actual sideslip angle; determining an additional yaw moment based on the sideslip angle deviation; and controlling the vehicle based on the additional yaw moment.

9. The method according to claim 1, characterized in that, Before adjusting the yaw moment of the vehicle based on the deviation between the target yaw rate and the actual yaw rate of the vehicle, the method further includes: determining first mapping data based on the driving control intention, the first mapping data indicating the correspondence between the feedforward yaw acceleration and the vehicle's driving parameters under the current driving control intention, the driving parameters including vehicle speed and steering wheel angle; determining a target feedforward yaw acceleration based on the first mapping data, the current vehicle speed, and the steering wheel angle; determining a basic feedforward yaw moment based on the target feedforward yaw acceleration and the vehicle's moment of inertia; and performing feedforward control on the vehicle based on the basic feedforward yaw moment.

10. The method according to claim 9, characterized in that, After determining the basic feedforward yaw moment based on the target feedforward yaw angle acceleration and the vehicle's moment of inertia, the method further includes: during the process of recognizing the driving control intention, determining the number of changes in the vehicle's actual longitudinal intention based on the vehicle's longitudinal acceleration to obtain a first number of intention changes; determining the number of changes in the vehicle's actual steering intention based on the vehicle's lateral acceleration to obtain a second number of intention changes; correcting the basic feedforward yaw moment based on the first number of intention changes and the second number of intention changes to obtain a target feedforward yaw moment; and performing feedforward control on the vehicle based on the basic feedforward yaw moment, including: performing feedforward control on the vehicle based on the target feedforward yaw moment.

11. The method according to claim 1, characterized in that, After adjusting the target yaw rate to the first yaw rate, the method further includes: if the driving control intention does not meet the first preset condition, and / or the steering parameters do not meet the second preset condition, then within a preset adjustment time, the target yaw rate is gradually adjusted from the first yaw rate to the second yaw rate.

12. The method according to claim 11, characterized in that, The step of gradually adjusting the target yaw rate from the first yaw rate to the second yaw rate within a preset adjustment period includes: weighting and fusing the first yaw rate and the second yaw rate to obtain the target yaw rate; wherein the first yaw rate corresponds to a first weight factor, the second yaw rate corresponds to a second weight factor, the sum of the first weight factor and the second weight factor is 1, and the first weight factor gradually decreases from 1 to 0 within the preset adjustment period.

13. A vehicle control device, characterized in that, include: The intent recognition module is used to recognize the driving control intent input by the driver based on the vehicle's driving parameters, including steering parameters, which include steering wheel angle and steering wheel rotation angular velocity. An adjustment module is configured to adjust the target yaw rate to a second yaw rate if the driving control intention does not meet a first preset condition and / or the steering parameters do not meet a second preset condition. The second yaw rate is determined based on a two-degree-of-freedom model. The adjustment module is further configured to gradually adjust the target yaw rate from the second yaw rate to the first yaw rate if the driving control intention meets the first preset condition and the steering parameters meet the second preset condition. The first preset condition indicates that the driving control intention contains a steering intention. The second preset condition is: the steering wheel angle is greater than a preset angle threshold, and / or the steering wheel rotation angular velocity is greater than a preset angular velocity threshold; the first yaw rate is determined based on a seven-degree-of-freedom model; the seven-degree-of-freedom model is used to characterize the longitudinal, lateral, yaw, and rotational motion of the vehicle and its four wheels; the control module is used to adjust the yaw torque of the vehicle according to the driving control intention and the yaw rate deviation between the target yaw rate and the actual yaw rate of the vehicle, so as to provide feedback control for the vehicle.

14. A vehicle, characterized in that, include: Memory, processor; The memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-12.

15. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-12.

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