Vehicle control method, vehicle and storage medium

Abstract

The invention relates to a vehicle control method, a vehicle and a storage medium. The method comprises the steps that it is determined that the vehicle is in an unstable state; the required rotation angle of rear wheels of the vehicle is obtained, and the rear wheels comprise at least one of the left rear wheel and the right rear wheel of the vehicle; and steering control is conducted on rear wheels of the vehicle according to the required rotation angle. Namely, independent steering control is performed on the rear wheels under the condition that the vehicle is in the unstable state, so that adjustment of the toe-in foot of the vehicle can be realized, more accurate stable control is performed on the unstable vehicle, and the driving stability and the control safety of the vehicle are improved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle control technology, and more specifically, to a vehicle control method, a vehicle, and a storage medium. Background Technology

[0002] Vehicle stability is crucial for ensuring safe driving. However, when a vehicle urgently avoids obstacles or turns, it is prone to understeer or oversteer, causing it to deviate from its ideal trajectory and become unstable. Therefore, how to more precisely control vehicle steering to improve stability during driving has become an urgent technical problem to be solved. Summary of the Invention

[0003] In order to overcome the problems existing in the related technologies, this disclosure provides a vehicle control method, a vehicle, and a storage medium.

[0004] In a first aspect, this disclosure provides a vehicle control method, the method comprising: determining that the vehicle is in an unstable state; obtaining the rotational demand angle of the rear wheels of the vehicle, the rear wheels including at least one of the left rear wheel and the right rear wheel of the vehicle; and performing steering control on the rear wheels of the vehicle according to the rotational demand angle.

[0005] Optionally, obtaining the required rotation angle of the rear wheels of the vehicle includes: obtaining the required rotation angle of the rear wheels based on the current vehicle speed and the current yaw rate.

[0006] Optionally, obtaining the required rotation angle of the rear wheel based on the vehicle's current speed and current yaw rate includes: determining a preset yaw rate corresponding to the current speed; obtaining the angular velocity difference between the current yaw rate and the preset yaw rate; and obtaining the required rotation angle of the rear wheel based on the angular velocity difference, the current speed, and a preset angle mapping relationship, wherein the preset angle mapping relationship includes multiple preset angular velocity difference ranges, multiple preset speed ranges, multiple preset rotation required angles, and a mapping relationship between the multiple preset rotation required angles and the multiple preset angular velocity difference ranges and the multiple preset speed ranges.

[0007] Optionally, the left rear wheel and the right rear wheel are each independently equipped with a corresponding motor; after determining that the vehicle is in an unstable state, the method further includes: obtaining the target motor torque required to maintain the stability of the vehicle; and controlling the motor output of the rear wheels according to the target motor torque.

[0008] Optionally, obtaining the target motor torque required to maintain the stability of the vehicle includes: determining the wheel-end torque requirement of the rear wheels based on the current vehicle speed, steering wheel angle, and steering wheel angle rate; and obtaining the target motor torque of the rear wheels based on the motor transmission ratio of the rear wheels and the wheel-end torque requirement.

[0009] Optionally, controlling the motor output of the rear wheel according to the target motor torque includes: obtaining the target required wheel speed of the rear wheel; determining the target required rotational speed of the rear wheel motor according to the target required wheel speed, wheel rolling radius and motor transmission ratio; obtaining the maximum torque that the rear wheel motor can output when running at the target required rotational speed; if the target motor torque is less than the maximum torque, controlling the rear wheel motor to output the target motor torque.

[0010] Optionally, the method further includes: if the target motor torque is greater than or equal to the maximum torque, then controlling the motor of the rear wheel to output the maximum torque.

[0011] Optionally, after controlling the motor of the rear wheel to output the target motor torque, the method further includes: performing amplitude limiting and / or smoothing processing on the target required wheel speed; redetermining the maximum torque that the motor can output based on the processed target required wheel speed; and if the target motor torque is greater than or equal to the redetermined maximum torque, controlling the motor of the rear wheel to output the redetermined maximum torque.

[0012] Optionally, after determining that the vehicle is in an unstable state, the method further includes: determining a target braking torque based on the input current braking parameters; and controlling the brake controller to perform braking control on the vehicle according to the target braking torque.

[0013] Optionally, determining that the vehicle is in an unstable state includes: when the vehicle attitude stabilization function is activated, determining that the vehicle is in an unstable state based on the current state information of the vehicle.

[0014] Optionally, before determining that the vehicle is in an unstable state based on the vehicle's current state information, the method further includes: obtaining the current state identifier of each controller corresponding to the vehicle attitude stabilization function; if any controller's current state identifier is a fault identifier, then the vehicle attitude stabilization function is turned off.

[0015] In a second aspect, this disclosure provides a vehicle comprising: one or more processors; a memory; and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs being configured to implement the steps of the first aspect.

[0016] Thirdly, this disclosure provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described in the first aspect.

[0017] This disclosure determines that the vehicle is in an unstable state; obtains the required rotation angle of the vehicle's rear wheels, wherein the rear wheels include at least one of the vehicle's left and right rear wheels; and performs steering control on the vehicle's rear wheels based on the required rotation angle. In other words, when the vehicle is in an unstable state, by independently controlling the steering of the rear wheels, the toe-in of the vehicle can be adjusted to achieve more precise stability control of the unstable vehicle, thereby improving vehicle driving stability and handling safety.

[0018] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0019] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1 A schematic diagram of the vehicle architecture provided in one embodiment of this application is shown.

[0020] Figure 2 A schematic diagram of the system architecture of a vehicle system provided in an embodiment of this application is shown.

[0021] Figure 3 A schematic flowchart of a vehicle control method provided in an embodiment of this application is shown.

[0022] Figure 4 It shows Figure 3 A flowchart illustrating a sub-step of step S120 in one embodiment.

[0023] Figure 5 A schematic flowchart of a vehicle control method provided in another embodiment of this application is shown.

[0024] Figure 6 A schematic flowchart of a vehicle control method provided in an embodiment of this application is shown.

[0025] Figure 7 It shows Figure 5A flowchart illustrating a sub-step of step S240 in one embodiment.

[0026] Figure 8 This is a block diagram of a vehicle control device according to an embodiment of this application.

[0027] Figure 9 This is a block diagram of a vehicle used to perform the vehicle control method according to an embodiment of this application.

[0028] Figure 10 This is a storage unit in this application embodiment for storing or carrying program code that implements the vehicle control method according to this application embodiment. Detailed Implementation

[0029] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0030] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0031] Embodiments of this disclosure will now be described in more detail with reference to the accompanying drawings. While some embodiments of this disclosure are shown in the drawings, it should be understood that this disclosure can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this disclosure. It should be understood that the accompanying drawings and embodiments of this disclosure are for illustrative purposes only and are not intended to limit the scope of protection of this disclosure.

[0032] It should be understood that the steps described in the method embodiments of this disclosure may be performed in different orders and / or in parallel. Furthermore, the method embodiments may include additional steps and / or omit the steps shown. The scope of this disclosure is not limited in this respect.

[0033] The term "comprising" and its variations as used herein are open-ended inclusions, meaning "including but not limited to". The term "based on" means "at least partially based on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". Definitions of other terms will be given in the description below.

[0034] It should be noted that the concepts of "first" and "second" mentioned in this disclosure are used only to distinguish different devices, modules or units, and are not used to limit the order of functions performed by these devices, modules or units or their interdependencies.

[0035] The inventors have proposed a vehicle control method, device, vehicle, and storage medium. The vehicle control method provided in the embodiments of this application will be described in detail below.

[0036] Please see Figure 1 , Figure 1 This application provides a schematic diagram of the overall vehicle architecture. The vehicle 10 includes a vehicle VCU, a left rear wheel steering motor, a right rear wheel steering motor, a left rear wheel motor control module (RL Module Control Unit, RLMCU), a right rear wheel motor control module (RR Module Control Unit, RRMCU), a Di-Suspension system (DISUS), a Battery Management System (BMS), an Integrated Power Brake (IPB) module, a Front Module Control Unit (FMCU), and a front wheel steering system.

[0037] In this embodiment, the left and right rear wheels of the vehicle are each equipped with an independent motor to determine if the vehicle is in an unstable state. The required rotation angle of the vehicle's rear wheels, including at least one of the left and right rear wheels, is obtained. Steering control of the rear wheels is then performed based on the required rotation angle. In other words, by independently controlling the left and right rear wheels with separate left and right rear wheel steering motors, rapid intervention and stabilization control are achieved when vehicle instability is predicted.

[0038] Please see Figure 2 , Figure 2This embodiment provides a schematic diagram of a vehicle system architecture. The vehicle system 20 may include a VCU, RLMCU, RRMCU, IPB / BSC, DISUS, an electric power steering module (EPS), RWS, an electric power steering assist system (SRS), and a start control unit (SCU). The VCU is the vehicle's functional control center. The VCU establishes electrical connections with the RLMCU, RRMCU, IPB / BSC, DISUS, electric power steering module (EPS), RWS, electric power steering assist system (SRS), and start control unit (SCU), respectively. This means the VCU can exchange signals and data with the RLMCU, RRMCU, IPB / BSC, DISUS, EPS, RWS, SRS, and SCU.

[0039] Specifically, ESP can feed back steering wheel angle signals, steering wheel rotation speed, and steering wheel angle signal validity indicators to the VCU via the chassis network. It accurately responds to driver commands and switches steering styles according to vehicle speed. SRS feeds back X / Y acceleration, Wx roll rate, Wy pitch rate, and Wz yaw rate to the VCU via the chassis network, providing reference data for the dynamic control system. IPB receives the target braking torque from the VCU via the chassis network and feeds back brake pedal status signals, four-wheel braking torque, VDC activation indicator, and VDC fault indicator. It also responds to driver braking intentions to ensure vehicle safety and stability. MCU receives the target motor torque via the electronic control subnet and feeds back the actual torque and validity of the left / right rear motors. Based on the estimated state of the actual vehicle, it performs differential torque control to achieve optimal torque / speed response with fast response and high accuracy. RWS receives the target rear wheel steering angle via the chassis network and feeds back the actual rear wheel steering angle signal and validity. SCU feeds back gear status signals and gear malfunction indicators via the energy network. DISUS receives the target suspension driving mode through the chassis network and provides feedback on the actual suspension driving mode, height signal, and effective position. It then adjusts the spring height in real time and optimizes the tire contact load distribution.

[0040] Please refer to Figure 3 , Figure 3 This is a schematic flowchart illustrating a vehicle control method according to an embodiment of this application. The following will be combined with... Figure 3 The vehicle control method provided in the embodiments of this application will be described in detail. The vehicle control method may include the following steps: Step S110: Determine that the vehicle is in an unstable state.

[0041] In this embodiment, firstly, the current state information of the vehicle can be acquired, and then, based on this information, it can be determined whether the vehicle is in an unstable state. The current state information can include various parameters such as the vehicle's steering wheel angle, braking depth, throttle depth, vehicle speed, gear information, suspension status, vehicle X-axis acceleration, vehicle Y-axis acceleration, and road slope information. In other words, the vehicle's dynamic state is estimated based on these various current parameters. Optionally, the vehicle can be equipped with an information processing module. After acquiring the current state information, this module can filter the information before determining whether the vehicle is in an unstable state, thereby further improving the accuracy of vehicle instability prediction.

[0042] In some implementations, the theoretical yaw rate can be calculated based on the steering wheel angle, vehicle speed, and Y-axis acceleration, and compared with the actual yaw rate measured by the inertial measurement unit to determine whether understeering or oversteering has occurred. If understeering or oversteering is confirmed, the vehicle is determined to be in an unstable state. Furthermore, the vehicle's acceleration, deceleration, or drive wheel slippage can be identified by combining X-axis acceleration with braking depth and throttle depth. Additionally, the vehicle's roll stability risk can be assessed based on load distribution and lateral acceleration (e.g., triggering a warning when the compression of one side of the suspension exceeds a threshold). In other words, there are multiple judgment methods based on the aforementioned one or more parameters. This application can utilize multiple judgment methods to determine whether the vehicle is currently in an unstable state, thus more accurately determining whether the vehicle is in an unstable state.

[0043] Step S120: Obtain the required rotation angle of the rear wheels of the vehicle, wherein the rear wheels include at least one of the left rear wheel and the right rear wheel of the vehicle.

[0044] Furthermore, once it is determined that the vehicle is currently in an unstable state, the VCU will quickly intervene and control the rear wheels to make corresponding directional and angular deflections in order to stabilize the overall vehicle status.

[0045] In some implementations, the required rotation angle of the rear wheels can be obtained based on the vehicle's current speed and current yaw rate. For details, please refer to [link to relevant documentation]. Figure 4 Step S120 may include the contents of steps S121 to S123: Step S121: Determine the preset yaw rate corresponding to the current vehicle speed.

[0046] Step S122: Obtain the angular velocity difference between the current yaw rate and the preset yaw rate.

[0047] The preset yaw rate corresponding to the current vehicle speed can be understood as the yaw rate at which the vehicle can achieve steady-state steering while traveling at the current speed. Optionally, the preset yaw rate can be estimated based on parameters such as the vehicle's current speed, front wheel steering angle, vehicle wheelbase, and stability factors; the current yaw rate can be detected in real time by sensors. Further, the angular velocity difference between the current yaw rate and the preset yaw rate is obtained.

[0048] Step S123: Based on the angular velocity difference, the current vehicle speed, and the preset angle mapping relationship, obtain the required rotation angle of the rear wheel. The preset angle mapping relationship includes multiple preset angular velocity difference ranges, multiple preset vehicle speed ranges, multiple preset rotation required angles, and the mapping relationship between the multiple preset rotation required angles and the multiple preset angular velocity difference ranges and the multiple preset vehicle speed ranges.

[0049] Optionally, the preset angle mapping relationship can be represented by the following Table 1:

[0050] The multiple preset vehicle speed ranges can include [0,30), [30,60), [60,90), [90,120), and 120 in Table 1; the multiple preset angular velocity difference ranges can include [0,1), [1,2), [2,8), [8,15), [15,40), [40,70), [70,100), and 100 in Table 1; and the multiple preset rotational requirement angles can include those in Table 1. ~ There are a total of 40 angles. Of course, Table 1 is only an example of a preset angle mapping relationship. The preset vehicle speed range, preset angular velocity difference, and multiple preset angular velocity differences can be adjusted according to actual needs, meaning the contents of Table 1 can be adjusted. For example, the preset vehicle speed range, preset angle difference range, and preset rotation requirement angle can be refined, thereby further improving the accuracy of rear wheel steering control. Based on this, the preset angular velocity difference range where the angular velocity difference is located is determined as the target difference range, and the preset vehicle speed range where the current vehicle speed is located is determined as the target vehicle speed range; the preset rotation requirement angle corresponding to the target difference range and the target vehicle speed range is obtained as the rotation requirement angle of the rear wheels. For example, if the angular velocity difference is within the preset angular velocity difference range [0,1), and the current vehicle speed is within the preset vehicle speed range [0,30), then it can be determined that... The required angle for the rear wheel to rotate.

[0051] It should be noted that preset angle mapping relationships can be pre-set for both the left and right rear wheels of the vehicle; that is, the left rear wheel has a preset angle mapping relationship, and the right rear wheel has a preset angle mapping relationship. The preset angle mapping relationships for the left and right rear wheels can be the same or different; this embodiment does not impose any restrictions on this.

[0052] Step S130: Steering control of the rear wheels of the vehicle is performed according to the required rotation angle.

[0053] Optionally, when the rotation demand angle only includes the rotation demand angle of the vehicle's left rear wheel, the steering control of the vehicle's left rear wheel is performed based on the rotation demand angle of the left rear wheel.

[0054] Optionally, if the required rotation angle only includes the required rotation angle of the right rear wheel of the vehicle, then the right rear wheel of the vehicle is steered according to the required rotation angle of the right rear wheel.

[0055] Optionally, when the required rotation angle includes both the required rotation angle of the left rear wheel and the required rotation angle of the right rear wheel, then the left rear wheel is steered according to the required rotation angle of the left rear wheel, and the right rear wheel is steered according to the required rotation angle of the right rear wheel. It should be noted that the required rotation angles of the left and right rear wheels can be the same or different.

[0056] Specifically, in addition to the rotation demand angle, the steering control of the vehicle's rear wheels also needs to be based on the understeer indicator, oversteer indicator, and steering status position. If the understeer indicator is 1, it indicates that the vehicle is currently understeer. The rear wheels need to be controlled to rotate in the same direction as the front wheels to increase rotation and assist steering. In this case, the steering status position is determined to be -1. Therefore, the vehicle needs to be assisted in steering by increasing the rotation demand angle of the rear wheels, i.e., controlling the rear wheels to rotate according to the corrected rotation demand angle. If the oversteer indicator is 1, it indicates that the vehicle is currently oversteer. The rear wheels need to be controlled to rotate in the opposite direction to the front wheels to suppress rotation. In this case, the steering status position is determined to be 1. Therefore, the vehicle needs to be prevented from fishtailing by decreasing the rotation demand angle of the rear wheels, i.e., controlling the rear wheels to rotate according to the corrected rotation demand angle. If both the understeer and oversteer indicators are 0, it can be determined that the vehicle currently does not have any oversteer or understeer issues. In this case, the steering state is set to 0, meaning there is no need to correct the required rotation angle of the rear wheels; the rear wheels can be controlled to rotate directly based on their required rotation angle. It should be noted that the left and right rear wheels can rotate in the same or different directions; this embodiment does not impose any restrictions on this.

[0057] In this embodiment, it is determined that the vehicle is in an unstable state; the required rotation angle of the vehicle's rear wheels is obtained, wherein the rear wheels include at least one of the vehicle's left and right rear wheels; and the vehicle's rear wheels are steered according to the required rotation angle. In other words, when the vehicle is in an unstable state, by independently controlling the steering of the rear wheels, the toe-in of the vehicle can be adjusted, thereby enabling more precise stability control of the unstable vehicle and improving vehicle driving stability and handling safety.

[0058] Please refer to Figure 5 , Figure 5 This is a schematic flowchart illustrating a vehicle control method according to another embodiment of this application. The following will be combined with... Figure 5 The vehicle control method provided in the embodiments of this application will be described in detail. The vehicle control method may include the following steps: Step S210: Determine that the vehicle is in an unstable state.

[0059] Step S220: Obtain the required rotation angle of the rear wheels of the vehicle, wherein the rear wheels include at least one of the left and right rear wheels of the vehicle, and perform steering control on the rear wheels of the vehicle according to the required rotation angle.

[0060] In this embodiment, the current state information of the vehicle mentioned in the foregoing embodiments is utilized, wherein, for example, the current state information may include, Figure 6 The parameters shown, including road slope information, steering wheel angle, accelerator pedal depth, brake pedal depth, vehicle speed, and IMU information, are used to estimate whether the vehicle is in an unstable state. It should be noted that not all used parameters are listed here. Figure 6 In the process of determining that the vehicle is in an unstable state, the required rotation angles of the rear wheels are calculated, specifically the required rotation angles of the left and right rear wheels. Specific implementation methods for steps S210 to S220 can be found in the foregoing embodiments and will not be repeated here.

[0061] Step S230: Obtain the target motor torque required to maintain the stability of the vehicle.

[0062] Specifically, firstly, based on the vehicle's current speed, steering wheel angle, and steering wheel angle rate, the required torque at the rear wheel ends is determined, i.e., the rear wheel torque distribution strategy is established to determine the required torque at the wheel ends of the left and right rear wheels. After determining the required torque at the wheel ends, to avoid problems such as tire slippage and chassis vibration caused by acceleration / deceleration jerks or sudden torque changes, the required torque at the wheel ends can be smoothed using a preset filtering algorithm. Further, based on the motor transmission ratio of the rear wheels and the required torque at the wheel ends, the target motor torque for the rear wheel motors is obtained. It should be noted that the left and right rear wheels each have their own independent motors. Therefore, the target motor torque for the left rear wheel motor is obtained by comparing the smoothed required torque at the wheel ends of the left rear wheel with the transmission ratio of the left rear wheel motor; similarly, the target motor torque for the right rear wheel motor is obtained by comparing the smoothed required torque at the wheel ends of the right rear wheel with the transmission ratio of the right rear wheel motor. That is, as follows... Figure 6 As shown, after estimating the vehicle's state and determining that the vehicle is in an unstable state, the differential torque of the dual rear motors can be further obtained, that is, the target motor torque of the left rear wheel motor and the target motor torque of the right rear wheel motor can be obtained.

[0063] Step S240: Control the motor output of the rear wheel according to the target motor torque.

[0064] In some implementations, please refer to Figure 7 Step S240 may include the contents of steps S241 to S245: Step S241: Obtain the target required wheel speed of the rear wheel.

[0065] The target wheel speed can be understood as the theoretically achievable wheel speed of the vehicle under current operating conditions. It is calculated based on driver input parameters (such as throttle and brake parameters) and vehicle status. For example, when the driver depresses the accelerator pedal, the vehicle calculates the target wheel speeds for the left and right rear wheels based on pedal depth and speed requirements. Similarly, when the vehicle turns, the target wheel speeds for the left and right rear wheels are calculated separately. For instance, when turning left, the inner rear wheel (left rear wheel) decelerates while the outer rear wheel (right rear wheel) accelerates. Understandably, since the wheel speeds of the left and right rear wheels may differ (e.g., during turns), the target wheel speeds for the left and right rear wheels need to be calculated separately.

[0066] Similarly, to avoid jerking caused by sudden acceleration or deceleration and to improve the stability and comfort of the vehicle during driving, the target wheel speed can be smoothed after the target wheel speed is calculated, so that the change in the target wheel speed is more gradual.

[0067] Step S242: Determine the target required speed of the motor for the rear wheel based on the target required wheel speed, wheel rolling radius, and motor transmission ratio.

[0068] Among them, the target required wheel speed of the rear wheel refers to the linear speed of the rear wheel, that is, the speed at which the wheel rolls on the ground; after obtaining the target required wheel speeds of the left and right rear wheels, the target required wheel speeds of the left and right rear wheels can be converted into the target rotational speeds of the left and right rear wheels respectively, based on the wheel rolling radius.

[0069] Specifically, the target speeds of the left and right rear wheels can be obtained separately using the following formulas: The target rotational speed of the left rear wheel = (smoothed target required wheel speed of the left rear wheel) ÷ 3.6 ÷ wheel rolling radius × 9.55 The target speed of the right rear wheel = (smoothed target required wheel speed of the right rear wheel) ÷ 3.6 ÷ wheel rolling radius × 9.55 Furthermore, after obtaining the target speeds of the left and right rear wheels, the target speeds of the left and right rear wheels can be converted into the target required speeds of the left and right rear wheel motors by combining the motor transmission ratios of the left and right rear wheels. Specifically, the target required speeds of the left and right rear wheel motors can be calculated using the following formulas: Target required speed of the left rear wheel motor = Target speed of the left rear wheel × Gear ratio of the left rear wheel motor Target speed required for the right rear wheel motor = Target speed of the right rear wheel × Gear ratio of the right rear wheel motor Step S243: Obtain the maximum torque that the motor of the rear wheel can output when running at the target required speed.

[0070] Step S244: If the target motor torque is less than the maximum torque, then control the motor of the rear wheel to output the target motor torque.

[0071] Step S245: If the target motor torque is greater than or equal to the maximum torque, then control the motor of the rear wheel to output the maximum torque.

[0072] To avoid motor overload, before controlling the rear wheel motor to output the target torque, the maximum torque that the rear wheel can output is estimated based on parameters such as the target required speed of the rear wheel motor, battery status, and temperature. It is then determined whether the target torque is less than the maximum torque. If the target torque is less than the maximum torque, the rear wheel motor is directly controlled to output the target torque. If the target torque is greater than or equal to the maximum torque, controlling the rear wheel motor to output the target torque would exceed its mechanical limits, potentially leading to motor overload or damage. Therefore, in this case, the rear wheel motor is controlled to output the maximum torque to provide the optimal response within the motor's physical limitations.

[0073] It should be noted that the output torque of the motor for the left rear wheel and the output torque of the motor for the right rear wheel will be judged and output according to the logic of steps S242 to S245 above.

[0074] In some implementations, after step S240, the target required wheel speed is subjected to limiting and / or smoothing processing; based on the processed target required wheel speed, the maximum torque that the motor can output is re-determined; if the target motor torque is greater than or equal to the re-determined maximum torque, the motors of the rear wheels are controlled to output the re-determined maximum torque. In other words, after the vehicle stabilizes, the smoothness of the entire vehicle is achieved by limiting and / or smoothing the target required wheel speed.

[0075] In some implementations, after determining that the vehicle is in an unstable state, a target braking torque can be determined based on the input current braking parameters; the brake controller is then controlled to brake the vehicle according to the target braking torque, thereby responding promptly to the driver's braking intentions and ensuring the safety and stability of the vehicle during operation. In this approach, independent steering by dual rear-wheel motors and differential torque control by dual rear-wheel motors, combined with... Figure 6 The IPB controller shown controls the wheel-end braking force and adjusts the vehicle's yaw attitude. This multi-actuator control provides better overall vehicle stability maintenance, significantly improving vehicle stability and safety. Of course, it also needs to be combined with the Disus controller to adjust and control the vehicle's suspension height and damping.

[0076] In some implementations, when the vehicle's attitude stabilization function is activated, the vehicle's current state information is used to determine if the vehicle is in an unstable state. In other words, steps S210 to S240 are only executed when the vehicle's attitude stabilization function is activated.

[0077] Optionally, before determining that the vehicle is in an unstable state, the current status identifiers of each controller corresponding to the vehicle attitude stabilization function can be obtained. If any controller's current status identifier is a fault identifier, it indicates that the controller with the fault identifier (such as the motor of the left rear wheel) is not controlling accurately. In this case, if the vehicle is still detected for instability and steady-state control is performed while the vehicle is in an unstable state, the degree of instability may be increased, thereby increasing the risk of vehicle skidding and rollover. Therefore, if any controller's current status identifier is a fault identifier, the vehicle attitude stabilization function can be turned off to ensure the safety of the entire vehicle.

[0078] Optionally, if no controller currently displays a fault flag, the required rotation angle of the vehicle's rear wheels and the target motor torque required to maintain vehicle stability are obtained. The rear wheels include at least one of the vehicle's left and right rear wheels. Steering control is applied to the vehicle's rear wheels based on the required rotation angle, and the motor output of the rear wheels is controlled based on the target motor torque. In other words, if none of the vehicle's controllers are faulty, the vehicle's attitude stabilization function remains active, and steps S210 to S240 are executed.

[0079] In this embodiment, when the vehicle is determined to be in an unstable state, the independent steering of the rear dual motors and the differential torque control of the rear dual motors can intervene and adjust the vehicle's steady state more quickly, which can better ensure the controllability of the vehicle in special situations and greatly improve the vehicle's stability and safety.

[0080] Please refer to Figure 7 The diagram shows a structural block diagram of a vehicle control device 300 according to an embodiment of this application. The device 300 may include: a state determination module 310, an angle acquisition module 320, and a function control module 330.

[0081] The state determination module 310 is used to determine that the vehicle is in an unstable state.

[0082] The angle acquisition module 320 is used to acquire the required rotation angle of the rear wheels of the vehicle, wherein the rear wheels include at least one of the left rear wheel and the right rear wheel of the vehicle.

[0083] The function control module 330 is used to control the steering of the rear wheels of the vehicle according to the required rotation angle.

[0084] In some implementations, the angle acquisition module 320 can be used to acquire the required rotation angle of the rear wheels based on the vehicle's current speed and current yaw rate.

[0085] In this manner, the angle acquisition module 320 can be specifically used to: determine the preset yaw rate corresponding to the current vehicle speed; acquire the angular velocity difference between the current yaw rate and the preset yaw rate; acquire the required rotation angle of the rear wheels based on the angular velocity difference, the current vehicle speed, and a preset angle mapping relationship, wherein the preset angle mapping relationship includes multiple preset angular velocity difference ranges, multiple preset vehicle speed ranges, multiple preset rotation required angles, and the multiple preset rotation required angles and the target motor torque required to maintain vehicle stability after the vehicle is in an unstable state. The function control module 330 can be specifically used to control the motor output of the rear wheels based on the target motor torque.

[0086] In this method, the torque acquisition module can be specifically used to determine the required wheel-end torque of the rear wheels based on the vehicle's current speed, steering wheel angle, and steering wheel angle rate; and to obtain the target motor torque of the rear wheel motor based on the motor transmission ratio of the rear wheels and the required wheel-end torque.

[0087] In some implementations, the function control module 330 may be specifically used to obtain the target required wheel speed of the rear wheel; determine the target required rotational speed of the rear wheel motor based on the target required wheel speed, wheel rolling radius, and motor transmission ratio; obtain the maximum torque that the rear wheel motor can output when running at the target required rotational speed; if the target motor torque is less than the maximum torque, control the rear wheel motor to output the target motor torque; if the target motor torque is greater than or equal to the maximum torque, control the rear wheel motor to output the maximum torque.

[0088] In some embodiments, the vehicle control device 300 may further include a smoothing module and a maximum torque determination module. The smoothing module may be used to limit and / or smooth the target required wheel speed after the motor controlling the rear wheels outputs the target motor torque. The maximum torque determination module may be used to redetermine the maximum torque that the motor can output based on the processed target required wheel speed. Specifically, the function control module 330 may be used to control the rear wheel motor to output the redetermined maximum torque if the target motor torque is greater than or equal to the redetermined maximum torque.

[0089] In some embodiments, the vehicle control device 300 may further include a braking torque acquisition module and a braking control module. The braking torque acquisition module can be used to determine a target braking torque based on input current braking parameters after determining that the vehicle is in an unstable state. The braking control module can be used to control the brake controller to brake the vehicle according to the target braking torque.

[0090] In some implementations, the state determination module 310 can be specifically used to determine that the vehicle is in an unstable state based on the current state information of the vehicle when the vehicle attitude stabilization function is activated.

[0091] In this configuration, the vehicle control device 300 may further include a status acquisition module and a function entry / exit module. The status acquisition module can be used to acquire the current status identifiers of each controller corresponding to the vehicle attitude stabilization function before determining that the vehicle is in an unstable state based on its current status information. The function entry / exit module can be used to disable the vehicle attitude stabilization function if any controller's current status identifier is a fault identifier.

[0092] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the above-described device and module can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0093] In the several embodiments provided in this application, the coupling between modules can be electrical, mechanical, or other forms of coupling.

[0094] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module. The integrated modules described above can be implemented in hardware or as software functional modules.

[0095] In summary, when a vehicle is in an unstable state, independent steering control of the rear wheels allows for adjustment of the toe-in, enabling more precise stability control and improving vehicle stability and handling safety. Furthermore, the simultaneous use of independent steering and differential torque control via the dual rear motors allows for rapid intervention and adjustment when instability is anticipated, further ensuring vehicle controllability in special circumstances and enhancing overall stability and safety.

[0096] The following will combine Figure 8 This application describes one type of vehicle.

[0097] Reference Figure 8 , Figure 8 The diagram shows a structural block diagram of a vehicle 400 provided in an embodiment of this application. The above-described method provided in this embodiment of the application can be executed by the vehicle 400.

[0098] The vehicle 400 in this embodiment may include one or more of the following components: processor 401, memory 402, and one or more application programs, wherein the one or more application programs may be stored in memory 402 and configured to be executed by one or more processors 401, and the one or more programs are configured to perform the methods as described in the foregoing method embodiments.

[0099] Processor 401 may include one or more processing cores. Processor 401 connects to various parts within the vehicle 400 via various interfaces and lines, executing instructions, programs, code sets, or instruction sets stored in memory 402, and calling data stored in memory 402 to perform various functions and process data within the vehicle 400. Optionally, processor 401 may be implemented using at least one hardware form of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). Processor 401 may integrate one or more of a Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing displayed content; and the modem handles wireless communication. It is understood that the aforementioned modem can also be integrated into processor 401 and implemented using a separate communication chip.

[0100] The memory 402 may include random access memory (RAM) or read-only memory (ROM). The memory 402 can be used to store instructions, programs, code, code sets, or instruction sets. The memory 402 may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system, instructions for implementing at least one function (such as touch functionality, sound playback functionality, image playback functionality, etc.), and instructions for implementing the various method embodiments described below. The data storage area may also store data created by the vehicle 400 during use (such as the various correspondences described above).

[0101] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the above-described device and module can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0102] In the several embodiments provided in this application, the coupling or direct coupling or communication connection between the modules shown or discussed may be an indirect coupling or communication connection through some interface, device or module, and may be electrical, mechanical or other forms.

[0103] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module. The integrated modules described above can be implemented in hardware or as software functional modules.

[0104] Please refer to Figure 9 This diagram illustrates a structural block diagram of a computer-readable storage medium provided in an embodiment of this application. The computer-readable medium 500 stores program code that can be called by a processor to execute the methods described in the above method embodiments.

[0105] The computer-readable storage medium 500 may be an electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read-Only Memory), EPROM, hard disk, or ROM. Optionally, the computer-readable storage medium 500 includes a non-transitory computer-readable storage medium. The computer-readable storage medium 500 has storage space for program code 510 that performs any of the method steps described above. This program code can be read from or written to one or more computer program products. The program code 510 may be compressed, for example, in a suitable form.

[0106] In some embodiments, a computer program product or computer program is provided, which includes computer instructions stored in a computer-readable storage medium. A processor of an electronic device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the electronic device to perform the steps in the above-described method embodiments.

[0107] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0108] It should also be noted that the specific technical features described in the above embodiments can be combined in any suitable manner without contradiction, for example... To avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0109] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle control method, characterized in that, The method includes: The vehicle is determined to be in an unstable state; Obtain the required rotation angle of the rear wheels of the vehicle, wherein the rear wheels include at least one of the left rear wheel and the right rear wheel of the vehicle; The rear wheels of the vehicle are steered according to the required rotation angle.

2. The method according to claim 1, characterized in that, The process of obtaining the required rotation angle of the vehicle's rear wheels includes: The required rotation angle of the rear wheels is obtained based on the vehicle's current speed and current yaw rate.

3. The method according to claim 2, characterized in that, The step of obtaining the required rotation angle of the rear wheels based on the vehicle's current speed and current yaw rate includes: Determine the preset yaw rate corresponding to the current vehicle speed; Obtain the angular velocity difference between the current yaw rate and the preset yaw rate; Based on the angular velocity difference, the current vehicle speed, and the preset angle mapping relationship, the required rotation angle of the rear wheel is obtained. The preset angle mapping relationship includes multiple preset angular velocity difference ranges, multiple preset vehicle speed ranges, multiple preset rotation required angles, and the mapping relationship between the multiple preset rotation required angles and the multiple preset angular velocity difference ranges and the multiple preset vehicle speed ranges.

4. The method according to claim 1, characterized in that, The left rear wheel and the right rear wheel are each independently equipped with a corresponding motor; After determining that the vehicle is in an unstable state, the method further includes: Obtain the target motor torque required to maintain the stability of the vehicle; The motor output of the rear wheels is controlled according to the target motor torque.

5. The method according to claim 4, characterized in that, The process of obtaining the target motor torque required to maintain the stability of the vehicle includes: The required torque at the wheel end of the rear wheel is determined based on the vehicle's current speed, steering wheel angle, and steering wheel angle rate. The target motor torque of the rear wheel is obtained based on the motor transmission ratio of the rear wheel and the required torque at the wheel end.

6. The method according to claim 4, characterized in that, The step of controlling the motor output of the rear wheel according to the target motor torque includes: Obtain the target required wheel speed of the rear wheels; Based on the target required wheel speed of the rear wheel, the wheel rolling radius, and the motor transmission ratio, determine the target required motor speed of the rear wheel; Obtain the maximum torque that the motor of the rear wheel can output when running at the target required speed; If the target motor torque is less than the maximum torque, then the motor of the rear wheel is controlled to output the target motor torque.

7. The method according to claim 6, characterized in that, The method further includes: If the target motor torque is greater than or equal to the maximum torque, then control the motor of the rear wheel to output the maximum torque.

8. The method according to claim 6, characterized in that, After the motor controlling the rear wheel outputs the target motor torque, the method further includes: Limit and / or smooth the target wheel speed; Based on the processed target wheel speed requirement, the maximum torque that the motor can output is re-determined; If the target motor torque is greater than or equal to the redefined maximum torque, then the motor controlling the rear wheels outputs the redefined maximum torque.

9. The method according to claim 1, characterized in that, After determining that the vehicle is in an unstable state, the method further includes: Determine the target braking torque based on the input current braking parameters; The brake controller is used to brake the vehicle according to the target braking torque.

10. The method according to any one of claims 1-9, characterized in that, Determining that the vehicle is in an unstable state includes: When the vehicle attitude stability function is activated, the vehicle is determined to be in an unstable state based on the vehicle's current state information.

11. The method according to claim 10, characterized in that, Before determining that the vehicle is in an unstable state based on the vehicle's current state information, the method further includes: Obtain the current status identifier of each controller corresponding to the vehicle body attitude stabilization function; If any of the controllers has a current status flag indicating a fault, then the vehicle attitude stabilization function is disabled.

12. A vehicle, characterized in that, The vehicles include: One or more processors; Memory; One or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs being configured to perform the method as described in any one of claims 1 to 11.

13. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores program code that can be invoked by a processor to execute the method as described in any one of claims 1 to 11.

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