Vehicle control method, computer readable storage medium, computer program product, electronic device and vehicle

Abstract

The invention relates to a vehicle control method, a computer readable storage medium, a computer program product, an electronic device and a vehicle wherein the method comprises: outputting a torque command for controlling a wheel of a first compartment or / and a wheel of a second compartment according to vehicle state data related to relative rotation of the first compartment and the second compartment. The vehicle control method has the beneficial effect that the vehicle torque can be comprehensively controlled according to the relative rotation condition of the first compartment and the second compartment of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more particularly to a vehicle control method, a computer-readable storage medium, a computer program product, an electronic device, and a vehicle. Background Technology

[0002] When a vehicle is turning, it will distribute torque according to the turning situation, so that the wheels can maintain grip while reducing uneven wear on the road surface.

[0003] For typical single-carriage vehicles, torque control is based on the Ackermann model in relevant technologies.

[0004] However, for multi-carriage vehicles, the relevant technologies still rely on individual models for torque control of each car. Summary of the Invention

[0005] This application provides a vehicle control method that increases torque distribution changes during cornering, enabling intelligent steering and at least partially solving the aforementioned technical problems.

[0006] To achieve the above objectives, according to a first aspect of this application, a vehicle control method is provided, comprising: outputting torque commands for controlling the wheels of the first vehicle and / or the wheels of the second vehicle based on vehicle state data related to the relative rotation of a first vehicle and a second vehicle.

[0007] Optionally, in some embodiments of this application, the step of outputting torque commands for controlling the wheels of the first carriage and / or the wheels of the second carriage based on vehicle state data related to the relative rotation of the first carriage and the second carriage includes: querying or generating torque commands corresponding to the vehicle state data based on the vehicle state data.

[0008] Optionally, in some embodiments of this application, before the step of outputting torque commands for controlling the wheels of the first car and / or the wheels of the second car based on vehicle state data related to the relative rotation of the first car and the second car, the method further includes: entering differential torque mode when the vehicle state data related to the relative rotation of the first car and the second car meets preset conditions.

[0009] Optionally, in some embodiments of this application, the vehicle state data includes: a relative rotation angle; the relative rotation angle is configured to represent the angle of relative rotation between the first compartment and the second compartment of the vehicle;

[0010] And / or, a target steering angle, the target steering angle being configured to represent the steering angle of the vehicle;

[0011] And / or, vehicle climbing angle, which is configured to represent the tilt angle of the first and second carriages of the vehicle.

[0012] Optionally, in some embodiments of this application, the target steering angle includes the left and right wheel speed difference and / or the input steering angle, wherein the left and right wheel speed difference is configured to represent the wheel speed difference between the left and right wheels in the same vehicle body length direction; and the input steering angle is configured to represent the steering angle input by the steering wheel or steering motor.

[0013] Optionally, in some embodiments of this application, the relative rotation angle is obtained by the turning parameters of the first carriage and the turning parameters of the second carriage.

[0014] Optionally, in some embodiments of this application, the turning parameters of the first carriage include a first turning radius and / or a first turning center; the turning parameters of the second carriage include a second turning radius and / or a second turning center.

[0015] Optionally, in some embodiments of this application, the vehicle status data may further include: vehicle speed, wheel radius, transmission efficiency, and vehicle mass.

[0016] Optionally, in some embodiments of this application, the preset condition includes: the vehicle's climbing angle meets a preset tilt angle threshold.

[0017] And / or, the relative rotation angle satisfies a preset angle threshold.

[0018] And / or, the consistency between the relative rotation angle and the target steering angle.

[0019] Optionally, in some embodiments of this application, the torque command includes: a torque distribution factor; wherein the torque distribution factor is configured to limit the torque ratio of the wheels of the first compartment and the wheels of the second compartment of the vehicle; and / or, the torque distribution factor is configured to limit the torque ratio of the left and right wheels of the first compartment and the torque ratio of the left and right wheels of the second compartment.

[0020] Optionally, in some embodiments of this application, a first target torque and a second target torque are obtained based on a torque distribution factor;

[0021] The first target torque is configured as a target torque for controlling the wheels of the first compartment of the vehicle, and the second target torque is configured as a target torque for controlling the wheels of the second compartment of the vehicle.

[0022] Optionally, in some embodiments of this application, the vehicle control method further includes:

[0023] When the first target torque and the second target torque are less than or equal to the corresponding first car body torque and second car body torque, the torque of the corresponding wheels of the first car body and the second car body is controlled based on the first target torque and the second target torque.

[0024] Optionally, in some embodiments of this application, a first sub-target torque, a second sub-target torque, a third sub-target torque, or a fourth sub-target torque are obtained based on a torque distribution factor;

[0025] The first sub-target torque and the second sub-target torque are respectively configured to control the torque ratio of the left and right wheels of the first compartment of the vehicle, and the third sub-target torque and the fourth sub-target torque are respectively configured to control the torque ratio of the left and right wheels of the second compartment of the vehicle.

[0026] Optionally, in some embodiments of this application, the vehicle control method further includes:

[0027] When the first sub-target torque, the second sub-target torque, the third sub-target torque, or the fourth sub-target torque is less than or equal to the corresponding first motor peak torque, the second motor peak torque, the third motor peak torque, or the fourth motor peak torque, the motor is controlled based on the first sub-target torque, the second sub-target torque, the third sub-target torque, or the fourth sub-target torque.

[0028] Optionally, in some embodiments of this application, the vehicle control method further includes: controlling the vehicle torque distribution based on the vehicle target torque when the vehicle target torque is less than or equal to the total peak torque of the motor.

[0029] Optionally, in some embodiments of this application, the target torque of the vehicle satisfies the following formula:

[0030]

[0031] k=sin(arctan(α))+f×cos(arctan(α));

[0032] Where T1 is the target torque of the vehicle for the current climb calculated by the vehicle's climbing angle; k is the power factor for the maximum climbing angle; m is the mass of the vehicle; g is the acceleration due to gravity; CD is the air resistance coefficient, which is a constant; A is the frontal area, which is a constant; U is the vehicle speed; r is the wheel radius; i is the transmission coefficient; η is the transmission system efficiency; α is the vehicle's climbing angle; and f is the rolling resistance coefficient.

[0033] Optionally, in some embodiments of this application, the vehicle control method further includes: acquiring vehicle state data related to the relative rotation of the first and second compartments of the vehicle.

[0034] According to a second aspect of this application, a non-transitory computer-readable storage medium is also provided, on which a computer program is stored, which, when executed by a processor, implements the steps of the vehicle control method described above. According to a third aspect of this application, a computer program product is also provided, comprising a computer program, which, when executed by a processor, implements the steps of the vehicle control method described above.

[0035] According to a fourth aspect of this application, an electronic device is provided, comprising: a memory storing a computer program; and a processor for executing the computer program in the memory to implement the steps of the method described above.

[0036] According to a fifth aspect of this application, a vehicle is also provided for implementing the steps of the above-described vehicle control method.

[0037] The advantage of this application is that it provides a vehicle control method that can comprehensively control the vehicle torque based on the relative rotation of the first and second carriages of the vehicle.

[0038] More specifically, some embodiments of this application may produce the following specific beneficial effects:

[0039] Based on the relative rotation angles of the first and second carriages, the torque of different carriages can be controlled separately, thereby controlling the vehicle torque more precisely.

[0040] A more reasonable torque distribution can be achieved based on the rotation of the first and second carriages respectively;

[0041] Depending on the vehicle's operating conditions, the vehicle is equipped with a differential torque mode and a normal mode, thereby enabling the vehicle to adapt to different operating states.

[0042] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0043] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0044] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0045] Figure 1 This is a schematic diagram of the main steps of a vehicle control method provided in one embodiment of this application;

[0046] Figure 2 This is a schematic diagram of the chassis structure of a vehicle in a straight-moving state according to an embodiment of this application;

[0047] Figure 3 This is a schematic diagram of the chassis stress of a vehicle in a turning state according to an embodiment of this application;

[0048] Figure 4 This is a schematic diagram of the relative rotation parameters of a vehicle in a turning state according to an embodiment of this application;

[0049] Figure 5 This is a schematic diagram of the carriage state of a vehicle in a straight-moving state according to an embodiment of this application;

[0050] Figure 6 This is a schematic diagram of the vehicle state when turning, according to an embodiment of this application;

[0051] Figure 7 This is an embodiment of the force distribution on the wheels of a vehicle provided in this application;

[0052] Figure 8 This is a diagram showing the relationship between the tilt angle of the vehicle body and the torque of the wheels when the vehicle is turning, according to one embodiment of this application.

[0053] Figure 9 This is a graph showing the relationship between wheel wear and torque distribution factor of a vehicle according to one embodiment of this application;

[0054] Figure 10 This is a schematic diagram of the architecture of a control system in a vehicle according to one embodiment of this application;

[0055] Figure 11 This is a schematic diagram illustrating the data processing principle provided in one embodiment of this application;

[0056] Figure 12 This is a partial control flow diagram of a vehicle control method provided in one embodiment of this application;

[0057] Figure 13 This is a schematic diagram of the structure of an electronic device provided in one embodiment of this application.

[0058] Explanation of reference numerals in the attached figures:

[0059] 100. Vehicle; 101. First carriage; 1011. Steering axle; 1012. First axle; 102. Second carriage; 1021. Second axle; 103. Wheel; 104. Articulated plate; m. Center of mass; L1. First wheelbase; L2. Second wheelbase; R1. First turning radius; R2. Second turning radius; O1. First turning center; O2. Second turning center; 600. Electronic equipment; 601. Processing device; 602. ROM; 603. RAM; 604. Bus; 605. I / O interface; 606. Input device; 607. Output device; 608. Storage device; 609. Communication device. Detailed Implementation

[0060] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0061] Reference Figure 1 As shown, as a first aspect of this application, the vehicle control method of this application includes the following steps:

[0062] S100: Based on vehicle state data related to the relative rotation of the first carriage 101 and the second carriage 102, output torque commands for controlling the wheels 103 of the first carriage 101 and / or the wheels 103 of the second carriage 102.

[0063] Specifically, step S100 includes: querying or generating a torque command corresponding to the vehicle status data based on the vehicle status data. Before step S100, the method further includes: S000: when the vehicle status data related to the relative rotation of the first compartment 101 and the second compartment 102 meets preset conditions, the differential torque mode is entered.

[0064] The technical solution of this application mainly involves two aspects: the first aspect is the establishment of the correspondence between vehicle status data and torque command; the second aspect is the automated control of vehicle status data to torque command.

[0065] Specifically, vehicle status data can include real-time data based on the current vehicle operating status, such as: relative rotation angle, target steering angle, first turning radius R1, first turning center O1, second turning radius R2, second turning center O2, vehicle climbing angle, vehicle speed, etc.

[0066] Vehicle status data can also include preset data based on the vehicle's inherent characteristics, such as wheel radius, transmission efficiency, vehicle weight, and tire type.

[0067] The relative rotation angle is configured to represent the angle of relative rotation between the first compartment 101 and the second compartment 102 of the vehicle 100; the target steering angle is configured to represent the steering angle of the vehicle 100, including the left and right wheel speed difference and / or the input steering angle. Specifically, the left and right wheel speed difference is configured to represent the wheel speed difference between the left and right wheels 103 along the same vehicle length direction, which can be used to describe the difference in rotational speed between the left and right wheels of the vehicle 100 when turning, thereby achieving a turning effect; the input steering angle is configured to represent the steering angle input by the steering wheel or steering motor, which can be used to describe the steering command input by the driver through the steering wheel or steering motor to control the steering angle of the vehicle.

[0068] Specifically, the relative rotation angle is obtained through the turning parameters of the first carriage 101 and the second carriage 102. The turning parameters of the first carriage 101 include a first turning radius R1 and / or a first turning center O1, and the turning parameters of the second carriage 102 include a second turning radius R2 and / or a second turning center O2. The first turning radius R1 is configured to represent the turning radius of the first carriage 101 of the vehicle 100; the first turning center O1 is configured to represent the turning center of the first carriage 101 of the vehicle 100; the second turning radius R2 is configured to represent the turning radius of the second carriage 102 of the vehicle 100; and the second turning center O2 is configured to represent the turning center of the second carriage 102 of the vehicle 100.

[0069] The vehicle climbing angle is configured to represent the angle between the first carriage 101 and the second carriage 102 when the vehicle 100 is climbing a slope. When the vehicle 100 is in a climbing condition, the effects of gravity and the slope will cause the vehicle to tilt. The vehicle climbing angle is used to describe the tilt angle of the first carriage 101 and the second carriage 102 relative to the horizontal plane.

[0070] The wheel radius in this application does not refer to a specific wheel. Rather, in situations such as differential torque mode where wheel torque needs to be controlled, for a particular wheel that needs to be controlled, its inherent attributes need to be substituted into the model for calculating its torque requirements. In this case, the wheel radius is a relatively important attribute data of the wheel, and the system needs to preset or collect this data in order to accurately control the wheel.

[0071] Therefore, the wheel radius in this application refers to the radius of the wheel that needs to be torque controlled. In this application, since each wheel may need to be torque controlled when the vehicle 100 turns, it is understood that the wheel radius in this application includes the radius of the wheel 103 of the first compartment 101 and / or the wheel 103 of the second compartment 102 of the vehicle 100.

[0072] The torque command includes instructions for controlling the first carriage 101 and the second carriage 102, respectively. Specifically, the torque command may include: a first target torque, a second target torque, and a torque distribution factor, etc.

[0073] The first target torque is configured as the target torque for controlling the wheels 103 of the first compartment 101 of the vehicle 100. The second target torque is configured as the target torque for controlling the wheels 103 of the second compartment 102 of the vehicle 100.

[0074] The torque distribution factor is configured to limit the torque ratio of the wheels 103 of the first compartment 101 and the wheels 103 of the second compartment 102 of the vehicle 100, and the first target torque and the second target torque can be obtained according to the torque distribution factor.

[0075] When the first target torque and the second target torque are less than or equal to the corresponding torques of the first carriage 101 and the second carriage 102, the torque of the corresponding wheels 103 of the first carriage 101 and the second carriage 102 is controlled based on the first target torque and the second target torque. It is understood that when the first target torque and the second target torque are greater than the corresponding torques of the first carriage 101 and the second carriage 102, torque control according to the torque distribution rules of the vehicle control method described in this application is stopped.

[0076] In some other embodiments of this application, the torque command may also include: a first sub-target torque, a second sub-target torque, a third sub-target torque, a fourth sub-target torque, and a torque distribution factor, etc.

[0077] The first sub-target torque and the second sub-target torque are configured to control the torque ratio of the left and right wheels of the first compartment 101 of the vehicle 100, respectively, and the third sub-target torque and the fourth sub-target torque are configured to control the torque ratio of the left and right wheels of the second compartment 102 of the vehicle 100.

[0078] The torque distribution factor is configured to limit the torque ratio between the left and right wheels of the first carriage 101 and the torque ratio between the left and right wheels of the second carriage 102. A first sub-target torque, a second sub-target torque, a third sub-target torque, or a fourth sub-target torque can be obtained based on the torque distribution factor. When the first, second, third, or fourth sub-target torque is less than or equal to the corresponding peak torque of the first, second, third, or fourth motor, the motors of vehicle 100 are controlled based on the first, second, third, or fourth sub-target torque. It is understood that when the first, second, third, or fourth sub-target torque is greater than the corresponding peak torque of the first, second, third, or fourth motor, torque control according to the torque distribution rules of the vehicle control method described in this application is stopped.

[0079] Understandably, when the target torque of the whole vehicle is less than or equal to the total peak torque of the motor, the torque distribution of the whole vehicle is controlled based on the target torque of the whole vehicle.

[0080] Reference Figure 10 and Figure 11 As shown, the control system of vehicle 100 can use the first target torque, the second target torque, and the torque distribution factor as the target values ​​for PID control. Thus, the control state is achieved through periodic detection, feedback, and output. It can be understood that the control system of vehicle 100 can also use the first sub-target torque, the second sub-target torque, the third sub-target torque, the fourth sub-target torque, and the torque distribution factor as the target values ​​for PID control.

[0081] The technical solution of this application will be further explained below with reference to the accompanying drawings.

[0082] Reference Figure 2 As shown, a vehicle 100 is an embodiment of this application. The vehicle 100 includes a first carriage 101 and a second carriage 102. The first carriage 101 and the second carriage 102 are rotatably connected, for example, by using a hinge plate 104. The first carriage 101 can be the active carriage, i.e., the carriage where the driver and steering wheel are located, while the second carriage 102 is the passive carriage. Steering wheels are disposed in the first carriage 101, and the axle on which the steering wheels are located is defined as the steering axle. The first carriage 101 also includes a first axle 1012, which is also connected to corresponding wheels 103. The second carriage 102 includes a second axle 1021; the second axle 1021 is also connected to corresponding wheels 103.

[0083] The wheels 103 of the first carriage 101 can be driven by a first motor, and the wheels 103 of the second carriage 102 can be driven by a second motor. Of course, the same motor can be used with different gearboxes for separate driving. In short, the wheels 103 of the first carriage 101 and the wheels 103 of the second carriage 102 can achieve different torque drives.

[0084] Specifically, when vehicle 100 needs to turn, the driver operates the steering wheel, causing the steering wheels to turn. (Refer to...) Figure 3 and Figure 4 As shown, due to the presence of the articulated plate 104, the first carriage 101 and the second carriage 102 rotate relative to each other.

[0085] Reference Figure 5 As shown, if the carriage is traveling in a straight line, the wheels 103 will experience relatively even force, preventing issues such as uneven wear. (Refer to...) Figure 6 As shown, when vehicle 100 turns, the second carriage 102 will tilt due to centrifugal force, referring to... Figure 7 As shown, the wheels 103 of the second carriage 102 are subjected to driving force U (related to torque), friction force Fy and lateral resultant force ΔU; when the driving force U increases, the angle of the resultant force U' will decrease, and the direction of the resultant force on the wheel 103 will tend to coincide with the driving direction, reducing the wear of the wheel 103.

[0086] Therefore, effectively configuring the torque corresponding to wheel 103 can better reduce uneven wear.

[0087] Theoretically, the greater the driving force (torque), the smaller the wear. However, the driving force is limited by the total torque of the motor.

[0088] For example, refer to Figure 8 As shown, the tilt angle of the carriage increases with increasing torque; however, the rate of this increase gradually decreases. This trend is also observed in the first axle 1012 and the second axle 1021.

[0089] For example, refer to Figure 2 and Figure 9 As shown, the second axle 1021 is far from the center of gravity m of the vehicle (including the first and second carriages), and is subject to a greater reaction force from the ground. If the torque of the first axle 1012 is too large, the force applied by the second axle 1021 will cause the second carriage 102 to tilt more. When the second carriage 102 tilts, a torque will be generated accordingly, acting on the first axle 1012 and the first carriage 101, causing the first axle 1012 and the first carriage 101 to also tilt.

[0090] Therefore, refer to Figure 9As shown, the torque ratio of the first axle 1012 and the second axle 1021 needs to be set at a balance point. That is, the torque ratio of the first axle 1012 and the second axle 1021 needs to be within a preset value or range to achieve better cornering posture and further reduce uneven wear. The torque ratio of the first axle 1012 and the second axle 1021 can be defined as the torque distribution factor. When controlling the torque of the vehicle 100 during cornering, in addition to considering the individual situations of the first axle 101 and the second axle 102, their torque control also needs to be coordinated through the torque distribution factor.

[0091] Therefore, in order to achieve better torque control, refer to Figure 3 and Figure 4 As shown, based on the above model and analysis, it is necessary to pre-mark the turning radii of the first carriage 101 and the second carriage 102, i.e., the first turning radius R1 and the second turning radius R2, on the vehicle 100 to obtain the correspondence between the relative rotation angle of the first carriage 101 and the second carriage 102 and the first turning radius R1 and the second turning radius R2. This also includes the positions of the centers of the first turning radius R1 and the second turning radius R2, i.e., the positions of the first turning center O1 and the second turning center O2.

[0092] Of course, when marking the actual vehicle 100, you can also collect or measure the inherent data of the vehicle 100, such as transmission efficiency, vehicle weight, tire model, tire size, etc.

[0093] Then, based on this data, a corresponding computer model is established, and the corresponding computer program is set in the control device of vehicle 100.

[0094] The control device of the vehicle 100 in this application is configured as an electronic device, including but not limited to VCU (Vehicle Control Unit), MCU (Motor Control Unit), etc. Of course, the electronic device can be configured as a domain controller or other controller with logic and data processing capabilities.

[0095] Reference Figures 10 to 12 As shown, the control method of this application specifically includes the following steps:

[0096] S101: Acquire and / or store vehicle status data.

[0097] S102: Determine whether to enter differential torque mode based on vehicle status data;

[0098] S103: When in differential torque mode, output torque command based on vehicle status data.

[0099] The vehicle status data acquired or stored in step S101 comes from various sensors of the vehicle 100, such as the relative rotation angle of the first compartment 101 and the second compartment 102 fed back by the angle sensor at the articulation plate 104 mentioned above.

[0100] Step S101 may also include the following sub-steps:

[0101] S1011: The controller (such as VCU) obtains vehicle status data from the vehicle 100 bus (such as CAN bus).

[0102] S1012: The controller stores vehicle status data in a time sequence to form a series of corresponding data combinations.

[0103] S1013: Determine whether the current data combination meets the preset requirements. If yes, use the data combination. Otherwise, use the data combination that was previously determined to meet the preset requirements instead of the current data combination and proceed to step S102.

[0104] Specifically, determining whether the current data combination meets the preset requirements may include: determining whether the current data combination is complete; and / or determining whether the one-way value of the current data combination overflows (i.e., exceeds the set range); and / or determining whether the time interval between the current data combination and the previous data combination is greater than the preset duration. If so, it can be considered that a bus message frame drop has occurred, that is, the preset requirements are not met.

[0105] In step S102, the vehicle status data is used to determine whether the vehicle 100 is currently turning, or whether it is necessary to activate the differential torque mode.

[0106] Reference Figure 12 As shown, specifically, step S102 can include the following sub-steps:

[0107] S1021: Determine whether the conditions for entering differential torque mode are met based on the vehicle's climbing angle. If so, proceed to step S1022.

[0108] S1022: Determine whether the conditions for entering differential torque mode are met based on the relative rotation angle. If so, proceed to step S1023.

[0109] S1023: If the consistency between the relative rotation angle and the target steering angle meets the conditions for entering differential torque mode, then enter differential torque mode.

[0110] S1024: Enter differential torque mode.

[0111] Specifically, the step S1021, which determines whether the conditions for entering differential torque mode are met based on the vehicle's climbing angle, is as follows: determine whether the vehicle's climbing angle is greater than a preset tilt angle threshold; if so, determine that the conditions for entering differential torque mode are met.

[0112] When the vehicle's climbing angle condition is met, it is not necessarily possible to completely determine that the vehicle 100 is in a turning state, because the vehicle's tilt angle may also meet the corresponding conditions under conditions such as climbing or unbalanced loading. Therefore, further determination is required in step S1022.

[0113] As a specific solution, step 1022, determining whether the condition for entering differential torque mode is met based on the relative rotation angle, specifically involves determining that the relative rotation angle is greater than or equal to a preset angle threshold. When the vehicle 100 is in motion, it will actually experience certain trajectory fluctuations, causing the relative rotation angle detected by the sensor to also fluctuate. Therefore, a preset angle threshold is set; only when the relative rotation angle detected by the sensor is greater than or equal to the preset angle threshold can it be determined that the vehicle 100 has turned. More specifically, a preset time period is set, and it is determined whether the relative rotation angle detected by the sensor remains greater than or equal to the preset angle threshold within the preset time period. If so, the condition for entering differential torque mode is met, i.e., step S1024 is executed.

[0114] However, even if the vehicle's climbing angle and relative rotation angle are satisfied at the same time, there may be abnormalities caused by road conditions and other reasons, so it is still necessary to make a judgment through step S1023.

[0115] Specifically, step 1023, determining whether the consistency between the relative rotation angle and the target steering angle satisfies the condition for entering differential torque mode, involves judging whether the repeatability of the turning direction pointed to by the relative rotation angle and the turning direction pointed to by the target steering angle meets a preset angle difference threshold. Ideally, the turning direction pointed to by the relative rotation angle and the turning direction pointed to by the target steering angle are the same. However, if the measurement of the relative rotation angle itself has errors, and the target steering angle is detected by an angle sensor that detects the steering wheel rotation angle, it may also have errors. Therefore, the overlap is used for judgment. That is, if the angle difference between the turning direction pointed to by the relative rotation angle and the turning direction pointed to by the target steering angle is less than or equal to the preset angle difference threshold, then it can be considered that the current steering is actively implemented by the driver operating the steering wheel, that is, actively putting the vehicle 100 into a turning state.

[0116] In this application, after the determination in steps S1021, S1022, and S1023, it can be accurately determined whether vehicle 100 needs to enter differential torque mode, thereby enabling effective control during turning, while only using the normal mode during straight-line driving, avoiding waste of energy and computing power. That is, it satisfies the needs of turning control while avoiding the waste caused by vehicle 100 being in differential torque mode for a long time.

[0117] In this application, it is also possible to determine whether vehicle 100 needs to enter differential torque mode after only one or two of the above steps S1021, S1022, and S1023. Specifically, in this application, it is possible to determine whether vehicle 100 needs to enter differential torque mode after only step S1021, step S1022, or step S1023. Of course, in this application, it is also possible to determine whether vehicle 100 needs to enter differential torque mode after steps S1021 and S1022, steps S1021 and S1023, or steps S1022 and S1023. The specific determination steps can be determined according to the actual situation.

[0118] Reference Figures 10 to 11 As shown, as a specific solution, after the vehicle 100 of this application enters the differential torque mode, it sends the vehicle status data collected by the on-board sensors to the VCU. The VCU generates or queries a torque command based on the vehicle status data and sends the torque command to the MCU, which then converts it into a drive signal to drive the corresponding motor.

[0119] In non-differential torque mode, the torque that the vehicle 100 needs to output to meet driving requirements when driving (possibly climbing a hill) is defined as the vehicle target torque, denoted as T1. The maximum peak torque that the motor (or other prime mover) of the vehicle 100 can output is defined as the total peak torque, denoted as T.

[0120] Before entering differential torque mode, it is necessary to determine whether b×T1≤0.5×T, where b is the percentage of the torque of the second axle 1021 to the total peak torque of the motor; differential torque mode is only allowed when this condition is met. In differential torque mode, the target torque T1 of the whole vehicle cannot be too large, so that the motor of vehicle 100 cannot meet the distribution requirements of subsequent differential torque modes.

[0121] The vehicle can only enter differential torque mode when the target torque T1 of the whole vehicle meets a certain numerical relationship with the total peak torque T of the motor of the vehicle 100. This numerical relationship includes, but is not limited to, the target torque T1 of the whole vehicle being less than or equal to the total peak torque T of the motor. Only after such a numerical relationship is met can the vehicle 100 control the torque distribution of the whole vehicle based on the target torque T1 of the whole vehicle.

[0122] As a specific solution, the target torque T1 of vehicle 100 satisfies the following formula:

[0123]

[0124] k=sin(arctan(α))+f×cos(arctan(α)).

[0125] In addition to the previously defined target torque T1 and total peak torque T, k is the power factor for maximum gradeability; m is the mass of the vehicle; g is the gravitational acceleration; CD is the air resistance coefficient, which is a constant; A is the frontal area, which is a constant; u is the vehicle speed; r is the wheel radius; i is the transmission coefficient; η is the transmission system efficiency; α is the vehicle's gradeability angle; and f is the rolling resistance coefficient.

[0126] Based on the above theoretical model, effective torque distribution can be achieved based on the vehicle's target torque T1 corresponding to the actual situation.

[0127] Therefore, as a specific solution in this application, a correspondence model between vehicle state data and corresponding torque commands is established using real-vehicle calibration, and this correspondence model is stored in the controller of the vehicle 100, such as the VCU. Then, as... Figure 11 As shown, when vehicle 100 enters differential torque mode, vehicle status data is input to VCU, and then VCU outputs the corresponding torque command according to the correspondence model that has been stored as a program.

[0128] As an alternative, a neural network model can be used to construct the aforementioned correspondence model through machine learning.

[0129] Reference Figure 11 As shown, the control method of the controller in this application is based on PID control, that is, the VCU compares the output target command value with the collected data, thereby realizing the torque control of the vehicle 100 through PID control.

[0130] According to a second aspect of this application, embodiments of this application also provide a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the vehicle control method described above. This non-transitory computer-readable storage medium possesses all the beneficial effects of the vehicle control method described above, which will not be elaborated further here.

[0131] According to a third aspect of this application, embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the above-described vehicle control method and has all the beneficial effects of the above-described vehicle control method, which will not be elaborated further here.

[0132] According to a fourth aspect of this application, embodiments of this application also provide an electronic device, including: a memory and a processor, wherein a computer program is stored in the memory; the processor is configured to execute the computer program in the memory to implement the steps of the vehicle control method described above. This electronic device possesses all the beneficial effects of the vehicle control method described above, which will not be elaborated upon further herein.

[0133] Please refer to Figure 13 The electronic device 600 may include a processing unit (e.g., a central processing unit, a graphics processing unit, etc.) 601, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 602 or a program loaded from a storage device 608 into a random access memory (RAM) 603. The RAM 603 also stores various programs and data required for the operation of the electronic device 600. The processing unit 601, ROM 602, and RAM 603 are interconnected via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0134] Typically, the following devices can be connected to I / O interface 605: input devices 606 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 607 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 608 including, for example, magnetic tapes, hard disks, etc.; and communication devices 609. Communication device 609 allows electronic device 600 to communicate wirelessly or wiredly with other devices to exchange data. Although... Figure 13 An electronic device 600 with various devices is shown; however, it should be understood that it is not required to implement or possess all of the devices shown. More or fewer devices may be implemented or possessed alternatively. Figure 13 Each box shown can represent a device or multiple devices as needed.

[0135] In particular, according to some embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, some embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication device 609, or installed from storage device 608, or installed from ROM 602. When the computer program is executed by processing device 601, it performs the functions defined above in the methods of some embodiments of this application.

[0136] It should be noted that the computer-readable medium in some embodiments of this application may be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. The computer-readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof, and this application does not specifically limit its use. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0137] In some embodiments of this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in connection with an instruction execution system, apparatus, or device. In some embodiments of this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wires, optical fibers, RF (radio frequency), etc., or any suitable combination thereof.

[0138] In some implementations, clients and servers can communicate using any currently known or future-developed network protocol, such as HTTP (Hypertext Transfer Protocol), and can interconnect with digital data communication (e.g., communication networks) of any form or medium. Examples of communication networks include local area networks (LANs), wide area networks (WANs), the internet (e.g., the Internet), and peer-to-peer networks (e.g., ad hoc peer-to-peer networks), as well as any currently known or future-developed networks.

[0139] The aforementioned computer-readable medium may be included in the aforementioned electronic device or may exist independently without being assembled into the electronic device. The aforementioned computer-readable medium carries one or more programs that, when executed by the electronic device, cause the electronic device to: output torque commands for controlling the wheels of the first and / or second carriages of the vehicle, based on vehicle state data related to at least the relative rotation of the first and second carriages of the vehicle.

[0140] Computer program code for performing operations of some embodiments of this application can be written in one or more programming languages ​​or a combination thereof. These programming languages ​​include object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network (including a local area network (LAN) or a wide area network (WAN)), or it can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0141] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function.

[0142] It should also be noted that in some alternative implementations, the functions marked in the box may occur in a different order than those marked in the attached figures.

[0143] For example, two consecutively represented blocks can actually be executed in substantially parallel order, and sometimes they can be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, as well as combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified functions or operations, or using a combination of dedicated hardware and computer instructions.

[0144] The units described in some embodiments of this application can be implemented in software or in hardware.

[0145] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0146] According to a fifth aspect of this application, embodiments of this application also provide a vehicle including the aforementioned electronic device, which can be used to execute the aforementioned vehicle control method. This vehicle possesses all the beneficial effects of the aforementioned electronic device, which will not be elaborated upon here.

[0147] The vehicle may be a plug-in hybrid electric vehicle or a new energy vehicle, etc., and this application does not make any specific restrictions.

[0148] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0149] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0150] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0151] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A vehicle control method, comprising: Based on vehicle state data related to the relative rotation of the first and second carriages, torque commands are output to control the wheels of the first carriage and / or the wheels of the second carriage.

2. The vehicle control method according to claim 1, characterized in that: The step of outputting torque commands for controlling the wheels of the first car and / or the wheels of the second car, based on vehicle state data related to the relative rotation of the first and second car compartments, includes: Based on the vehicle status data, query or generate the torque command corresponding to the vehicle status data.

3. The vehicle control method according to claim 1, characterized in that: Prior to the step of outputting torque commands for controlling the wheels of the first car and / or the wheels of the second car based on vehicle state data related to the relative rotation of the first and second cars, the vehicle control method further includes: When the vehicle status data related to the relative rotation of the first and second carriages meets the preset conditions, the differential torque mode is entered.

4. The vehicle control method according to claim 3, characterized in that: The vehicle status data includes: The relative rotation angle is configured to represent the angle of relative rotation between the first and second carriages of the vehicle. And / or, a target steering angle, the target steering angle being configured to represent the steering angle of the vehicle; And / or, vehicle climbing angle, which is configured to represent the angle between the first and second carriages when the vehicle is climbing a hill.

5. The vehicle control method according to claim 4, characterized in that: The target steering angle includes the left and right wheel speed difference and / or the input steering angle. The left and right wheel speed difference is configured to represent the wheel speed difference between the left and right wheels in the same vehicle body length direction. The input steering angle is configured to represent the steering angle input by the steering wheel or steering motor.

6. The vehicle control method according to claim 4, characterized in that: The relative rotation angle is obtained from the turning parameters of the first carriage and the turning parameters of the second carriage.

7. The vehicle control method according to claim 6, characterized in that: The turning parameters of the first carriage include the first turning radius and / or the first turning center; the turning parameters of the second carriage include the second turning radius and / or the second turning center.

8. The vehicle control method according to claim 4, characterized in that: The vehicle status data also includes: vehicle speed, wheel radius, transmission efficiency, and vehicle mass.

9. The vehicle control method according to claim 4, characterized in that: The preset conditions include: the vehicle's climbing angle meets a preset tilt angle threshold. And / or, the relative rotation angle satisfies a preset angle threshold. And / or, the consistency between the relative rotation angle and the target steering angle.

10. The vehicle control method according to claim 2, characterized in that: The torque command includes: torque distribution factor; Wherein, the torque distribution factor is configured to limit the torque ratio of the wheels of the first compartment and the wheels of the second compartment of the vehicle; and / or, the torque distribution factor is configured to limit the torque ratio of the left and right wheels of the first compartment and the torque ratio of the left and right wheels of the second compartment.

11. The vehicle control method according to claim 10, characterized in that: The first target torque and the second target torque are obtained based on the torque distribution factor; The first target torque is configured as a target torque for controlling the wheels of the first compartment of the vehicle, and the second target torque is configured as a target torque for controlling the wheels of the second compartment of the vehicle.

12. The vehicle control method according to claim 11, characterized in that: The vehicle control method further includes: When the first target torque and the second target torque are less than or equal to the corresponding first car body torque and second car body torque, the torque of the corresponding wheels of the first car body and the second car body is controlled based on the first target torque and the second target torque.

13. The vehicle control method according to claim 10, characterized in that: The first sub-target torque, the second sub-target torque, the third sub-target torque, or the fourth sub-target torque are obtained based on the torque distribution factor. The first sub-target torque and the second sub-target torque are respectively configured to control the torque ratio of the left and right wheels of the first compartment of the vehicle, and the third sub-target torque and the fourth sub-target torque are respectively configured to control the torque ratio of the left and right wheels of the second compartment of the vehicle.

14. The vehicle control method according to claim 13, characterized in that: The vehicle control method further includes: When the first sub-target torque, the second sub-target torque, the third sub-target torque, or the fourth sub-target torque is less than or equal to the corresponding first motor peak torque, the second motor peak torque, the third motor peak torque, or the fourth motor peak torque, the motor is controlled based on the first sub-target torque, the second sub-target torque, the third sub-target torque, or the fourth sub-target torque.

15. The vehicle control method according to claim 11 or 13, characterized in that: The vehicle control method further includes: when the target torque of the whole vehicle is less than or equal to the total peak torque of the motor, controlling the torque distribution of the whole vehicle based on the target torque of the whole vehicle.

16. The vehicle control method according to claim 15, characterized in that: The target torque of the vehicle satisfies the following formula: k=sin(arctann(α))+f×cos(arctan(α)); Where T1 is the target torque of the vehicle for the current climb calculated by the vehicle's climbing angle; k is the power factor for the maximum climbing angle; m is the mass of the vehicle; g is the acceleration due to gravity; CD is the air resistance coefficient, which is a constant; A is the frontal area, which is a constant; U is the vehicle speed; r is the wheel radius; i is the transmission coefficient; η is the transmission system efficiency; α is the vehicle's climbing angle; and f is the rolling resistance coefficient.

17. The vehicle control method according to any one of claims 1 to 14, characterized in that: The vehicle control method further includes: acquiring vehicle state data related to the relative rotation of the first and second carriages of the vehicle.

18. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by the processor, it implements the vehicle control method as described in any one of claims 1 to 17.

19. A computer program product, comprising a computer program, characterized in that: When the computer program is executed by the processor, it implements the vehicle control method as described in any one of claims 1 to 17.

20. An electronic device, characterized in that: The electronic device includes: A memory that stores computer programs; A processor for executing the computer program in the memory to implement the vehicle control method according to any one of claims 1 to 17.

21. A vehicle, characterized in that: Used to implement the vehicle control method according to any one of claims 1 to 17.

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