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

Abstract

The invention relates to a vehicle control method, a storage medium, a program product, electronic equipment and a vehicle, and the vehicle control method comprises the step of carrying out differential torque driving control on the vehicle according to a deviation state of the vehicle so as to correct the deviation state. Differential torque driving control can be carried out on the vehicle according to the deviation state of the vehicle, deviation of the vehicle is corrected or prevented in time, and the driving safety of a user is ensured.

Description

Technical Field

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

[0002] A vehicle may veer off course while driving, meaning its trajectory may deviate from its intended path. For example, while traveling in a straight line, a vehicle may fail to maintain its straight line and automatically veer to one side.

[0003] Vehicle deviation can affect driving safety. To ensure user safety, how to prevent or correct deviation is an urgent technical problem to be solved. Summary of the Invention

[0004] This application provides a vehicle control method, storage medium, program product, electronic device, and vehicle, which can perform differential torque drive control on the vehicle according to the vehicle's deviation state, correct or prevent vehicle deviation in a timely manner, ensure the user's driving safety, and at least partially solve the above-mentioned technical problems.

[0005] To achieve the above objectives, according to a first aspect of this application, a vehicle control method is provided, comprising: performing differential torque drive control on the vehicle to correct the vehicle's deviation state based on the vehicle's deviation state.

[0006] Optionally, the step of performing differential torque drive control on the vehicle to correct the vehicle's deviation state includes: if the vehicle's deviation state is that no deviation has occurred, and the absolute value of the tire pressure difference between the left and right sides of the vehicle is greater than a first tire pressure difference, then performing differential torque drive control on the vehicle to correct the deviation state.

[0007] Optionally, the step of performing differential torque drive control on the vehicle to correct the deviation state includes: obtaining the torque correction amount corresponding to the tire pressure difference from the first mapping data; performing differential torque drive control on the vehicle to correct the deviation state according to the torque correction amount; wherein the first mapping data includes at least one mapping relationship between the tire pressure difference and the torque correction amount.

[0008] Optionally, the method further includes: calculating the difference between the current tire pressure of the left tire of the vehicle and the current tire pressure of the right tire of the vehicle to obtain the tire pressure difference between the left and right sides of the vehicle.

[0009] Optionally, the step of performing differential torque drive control on the vehicle to correct the vehicle's deviation state according to the vehicle's deviation state includes: if the vehicle's deviation state is that deviation has occurred, then performing differential torque drive control on the vehicle according to the vehicle's driving parameters to correct the deviation state.

[0010] Optionally, if the vehicle's deviation state is deviation, then performing differential torque drive control on the vehicle based on the vehicle's driving parameters to correct the deviation state includes: if the vehicle's deviation state is a first deviation, then performing differential torque drive control on the vehicle based on the vehicle's yaw rate error to correct the deviation state; wherein, the first deviation is the deviation that occurs when the vehicle has no steering wheel input.

[0011] Optionally, if the vehicle's deviation state is a first deviation, then performing differential torque drive control on the vehicle based on the vehicle's yaw rate error to correct the deviation state includes: if the vehicle's deviation state is a first deviation and the degree of the first deviation is less than the first deviation degree, then performing differential torque drive control on the vehicle based on the vehicle's yaw rate error and a first proportional adjustment coefficient to correct the deviation state; if the vehicle's deviation state is a first deviation and the degree of the first deviation is greater than or equal to the first deviation degree, then performing differential torque drive control on the vehicle based on the vehicle's yaw rate error and a second proportional adjustment coefficient to correct the deviation state; wherein, the first proportional adjustment coefficient is less than the second proportional adjustment coefficient.

[0012] Optionally, if the vehicle's deviation state is deviation, then performing differential torque drive control on the vehicle based on the vehicle's driving parameters to correct the deviation state includes: if the vehicle's deviation state is a second deviation, then performing differential torque drive control on the vehicle based on the vehicle's steering wheel angle error to correct the deviation state; wherein, the second deviation is the deviation that occurs when the vehicle has steering wheel input.

[0013] Optionally, if the vehicle's deviation state is a second deviation, then performing differential torque drive control on the vehicle based on the vehicle's steering wheel angle error to correct the deviation state includes: if the vehicle's deviation state is a second deviation, and the degree of the second deviation is less than the second deviation degree, then performing differential torque drive control on the vehicle based on the vehicle's steering wheel angle error and a first proportional adjustment coefficient to correct the deviation state; if the vehicle's deviation state is a second deviation, and the degree of the second deviation is greater than or equal to the second deviation degree, then performing differential torque drive control on the vehicle based on the vehicle's steering wheel angle error and a second proportional adjustment coefficient to correct the deviation state; wherein, the first proportional adjustment coefficient is less than the second proportional adjustment coefficient.

[0014] Optionally, the method further includes: determining the vehicle's veering state based on the vehicle's steering wheel angle and yaw rate.

[0015] Optionally, determining the vehicle's deviation state based on the vehicle's steering wheel angle and yaw rate includes: if, within a first time period, the absolute value of the vehicle's steering wheel angle is less than a first angle, and the absolute value of the vehicle's yaw rate is less than a first angular velocity, then the vehicle's deviation state is determined to be no deviation; wherein, the first time period is a period of time up to the current moment.

[0016] Optionally, determining the vehicle's deviation state based on the vehicle's steering wheel angle and yaw rate includes: if, within a first time period, the absolute value of the vehicle's steering wheel angle is less than a first angle, and the absolute value of the vehicle's yaw rate is greater than or equal to the first angular velocity, then the vehicle's deviation state is determined to be a first deviation; wherein, the first time period is a period of time up to the current moment.

[0017] Optionally, determining that the vehicle's deviation state is a first deviation if, within a first time period, the absolute value of the vehicle's steering wheel angle is less than a first angle and the absolute value of the vehicle's yaw rate is greater than or equal to a first angular velocity, includes: if, within a first time period, the absolute value of the vehicle's steering wheel angle is less than a first angle and the absolute value of the vehicle's yaw rate is greater than or equal to a first angular velocity, and the ratio between the absolute value of the vehicle's yaw rate and the first angular velocity is less than a first ratio, then the vehicle's deviation state is determined to be a first deviation, and the degree of the first deviation is less than a first deviation degree; if, within a first time period, the absolute value of the vehicle's steering wheel angle is less than a first angle and the absolute value of the vehicle's yaw rate is greater than or equal to a first angular velocity, and the ratio between the absolute value of the vehicle's yaw rate and the first angular velocity is greater than or equal to a first ratio, then the vehicle's deviation state is determined to be a first deviation, and the degree of the first deviation is greater than or equal to a first deviation degree.

[0018] Optionally, determining the vehicle's deviation state based on the vehicle's steering wheel angle and yaw rate includes: if, within a first time period, the absolute value of the vehicle's steering wheel angle is greater than or equal to a first angle, and the absolute value of the vehicle's yaw rate is less than the first angular velocity, then the vehicle's deviation state is determined to be a second deviation; wherein, the first time period is a period of time up to the current moment.

[0019] Optionally, determining that the vehicle's deviation state is a second deviation if, within a first time period, the absolute value of the vehicle's steering wheel angle is greater than or equal to the first angle, and the absolute value of the vehicle's yaw rate is less than the first angular velocity, includes: if, within a first time period, the absolute value of the vehicle's steering wheel angle is greater than or equal to the first angle, and the absolute value of the vehicle's yaw rate is less than the first angular velocity, and the ratio between the absolute value of the vehicle's steering wheel angle and the first angle is less than a second ratio, then the vehicle's deviation state is determined to be a second deviation, and the degree of the second deviation is less than the degree of the second deviation; if, within a first time period, the absolute value of the vehicle's steering wheel angle is greater than or equal to the first angle, and the absolute value of the vehicle's yaw rate is less than the first angular velocity, and the ratio between the absolute value of the vehicle's steering wheel angle and the first angle is greater than or equal to the second ratio, then the vehicle's deviation state is determined to be a second deviation, and the degree of the second deviation is greater than or equal to the degree of the second deviation.

[0020] Optionally, the step of performing differential torque drive control on the vehicle to correct the deviation state includes: adjusting the motor torque of the vehicle's power motor according to the torque correction amount to correct the deviation state.

[0021] Optionally, the step of correcting the motor torque of the vehicle's power motor according to the torque correction amount to correct the deviation state includes: correcting the motor torque of at least one of the vehicle's left front power motor and right front power motor according to the torque correction amount to correct the deviation state.

[0022] Optionally, the step of correcting the motor torque of the vehicle's power motor according to the torque correction amount to correct the deviation state includes: correcting the motor torque of at least one of the vehicle's left rear power motor and right rear power motor according to the torque correction amount to correct the deviation state.

[0023] Optionally, the step of correcting the motor torque of the vehicle's power motor according to the torque correction amount to correct the deviation state includes: correcting the motor torque of at least one of the vehicle's left front power motor, right front power motor, left rear power motor, and right rear power motor according to the torque correction amount to correct the deviation state.

[0024] Optionally, the step of correcting the motor torque of at least one of the left front power motor, right front power motor, left rear power motor, and right rear power motor of the vehicle according to the torque correction amount to correct the deviation state includes: decomposing the torque correction amount into a front motor correction amount and a rear motor correction amount; correcting the motor torque of at least one of the left front power motor and right front power motor of the vehicle according to the front motor correction amount to correct the deviation state; and correcting the motor torque of at least one of the left rear power motor and right rear power motor of the vehicle according to the rear motor correction amount to correct the deviation state.

[0025] Optionally, the step of decomposing the torque correction amount into a front motor correction amount and a rear motor correction amount includes: decomposing the torque correction amount into a front motor correction amount and a rear motor correction amount according to the structural parameters of the vehicle.

[0026] Optionally, the structural parameters include at least one of the center of gravity, wheelbase, and track width.

[0027] According to a second aspect of this application, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the above-described vehicle control method.

[0028] According to a third aspect of this application, a computer program product is provided, comprising a computer program that, when executed by a processor, implements the above-described vehicle control method.

[0029] According to a fourth aspect of this application, an electronic device is provided, comprising: a memory having a computer program stored thereon; and a processor for executing the computer program in the memory to implement the vehicle control method described above.

[0030] According to a fifth aspect of this application, a vehicle is provided, including the aforementioned electronic equipment.

[0031] This application embodiment performs differential torque drive control on the vehicle based on its pulling state. When the vehicle has already pulled to one side, differential torque drive control can correct the pull; when the vehicle has not pulled to one side, differential torque drive control can prevent the pull. Therefore, this application embodiment can promptly correct or prevent vehicle pulling, ensuring user driving safety. Furthermore, compared to correcting pulling by compensating for torque in the steering motor, this application embodiment uses differential torque drive control to correct or prevent vehicle pulling, avoiding the steering system's inability to accurately respond to the user's steering wheel input due to torque compensation. This achieves the goal of correcting pulling while simultaneously satisfying the user's steering intentions, improving the user's driving experience.

[0032] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0033] 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.

[0034] 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.

[0035] Figure 1 This is a flowchart of a vehicle control method provided in an embodiment of this application;

[0036] Figure 2 This is a schematic diagram of a three-motor vehicle configuration provided in an embodiment of this application;

[0037] Figure 3 This is a schematic diagram of a vehicle control logic provided in an embodiment of this application;

[0038] Figure 4 This is a schematic diagram illustrating a deviation state identification method provided in an embodiment of this application;

[0039] Figure 5 This is a schematic diagram of a torque correction method provided in an embodiment of this application;

[0040] Figure 6 This is a schematic diagram of a vehicle provided in an embodiment of this application. Detailed Implementation

[0041] 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.

[0042] According to a first aspect of this application, embodiments of this application provide a vehicle control method.

[0043] Please see Figure 1 , Figure 1 This is a flowchart of a vehicle control method provided in an embodiment of this application. The vehicle control method may include the following step S100:

[0044] Step S100: Based on the vehicle's deviation state, perform differential torque drive control on the vehicle to correct the deviation state.

[0045] Vehicle pulling status includes whether the vehicle pulls to one side, or the degree of pulling when the vehicle does pull to one side. For specific methods of determining vehicle pulling status, please refer to the following embodiments, which will not be elaborated here.

[0046] This application embodiment performs differential torque drive control on the vehicle to correct its deviation state. The differential torque drive control includes driving different motors in the vehicle with different motor torques. In some embodiments, the differential torque drive control includes driving the motors on the left and right sides of the vehicle with different motor torques. For example, driving the left front motor and right front motor with different motor torques; or driving the left rear motor and right rear motor with different motor torques; or driving the left front motor, right front motor, left rear motor, and right rear motor with different motor torques. To achieve differential torque drive control, this application embodiment can correct the motor torque of one or more motors in the vehicle. For further descriptions of differential torque drive control, please refer to the following embodiments, which will not be repeated here.

[0047] In summary, this application embodiment performs differential torque drive control on the vehicle based on its pulling state. When the vehicle has already pulled to one side, differential torque drive control can correct the pull; when the vehicle has not pulled to one side, differential torque drive control can prevent the pull. Therefore, this application embodiment can promptly correct or prevent vehicle pulling, ensuring user driving safety. Furthermore, compared to correcting pulling by compensating for torque in the steering motor, this application embodiment corrects or prevents vehicle pulling through differential torque drive control. This avoids the steering system failing to accurately respond to the user's steering wheel input due to torque compensation, achieving the goal of correcting pulling while simultaneously satisfying the user's steering intentions, thus improving the user's driving experience.

[0048] In some embodiments, the vehicle control method described above may further include the following steps:

[0049] Step S010: Determine the vehicle's deviation state based on the steering wheel angle and yaw rate.

[0050] During vehicle operation, the steering wheel angle and yaw rate can be continuously collected. Based on these measurements, the vehicle's deviation state can be determined. Specifically, the deviation state can be determined based on the steering wheel angle and yaw rate at the current moment, or it can be determined based on the steering wheel angle and yaw rate within a first time period. The first time period refers to a period up to the current moment, and its duration is called the first duration. This application embodiment does not limit the specific value of the first duration.

[0051] In some embodiments, step S010 above may include the following steps:

[0052] Step S011: If, within the first time period, the absolute value of the vehicle's steering wheel angle is less than the first angle, and the absolute value of the vehicle's yaw rate is less than the first angular velocity, then the vehicle's deviation state is determined to be no deviation; where the first time period is a period of time up to the current moment.

[0053] The first turning angle and the first angular velocity can be preset thresholds. In this application embodiment, the specific values ​​of the first turning angle and the first angular velocity are not limited. In practical applications, they can be flexibly set according to the requirements.

[0054] Within the first time period, if the absolute value of the vehicle's steering wheel angle is always less than the first steering angle, and the absolute value of the vehicle's yaw rate is always less than the first angular velocity, then the vehicle has not veered off course. In other words, if the absolute value of the vehicle's steering wheel angle is less than the first steering angle, and the absolute value of the vehicle's yaw rate is less than the first angular velocity, and this state continues for the first time period, then the vehicle has not veered off course.

[0055] In some embodiments, step S010 above may include the following steps:

[0056] Step S012: If, within the first time period, the absolute value of the vehicle's steering wheel angle is less than the first angle, and the absolute value of the vehicle's yaw rate is greater than or equal to the first angular velocity, then the vehicle's deviation state is determined to be the occurrence of the first deviation; wherein, the first time period is a period of time up to the current moment.

[0057] Within the first time period, if the absolute value of the vehicle's steering wheel angle is always less than the first steering angle, and the absolute value of the vehicle's yaw rate is always greater than or equal to the first angular velocity, then the vehicle experiences its first pullback. In other words, if the absolute value of the vehicle's steering wheel angle is less than the first steering angle, and the absolute value of the vehicle's yaw rate is greater than or equal to the first angular velocity, and this state persists for a first duration, then the vehicle experiences its first pullback. Furthermore, in the event of the first pullback, the user does not input any steering wheel input.

[0058] To further determine the current degree of vehicle deviation, in some embodiments, step S012 may include the following steps: if, within a first time period, the absolute value of the vehicle's steering wheel angle is less than a first angle, and the absolute value of the vehicle's yaw rate is greater than or equal to a first angular velocity, and the ratio between the absolute value of the vehicle's yaw rate and the first angular velocity is less than a first ratio, then the vehicle's deviation state is determined to be a first deviation, and the degree of the first deviation is less than the first degree of deviation; if, within a first time period, the absolute value of the vehicle's steering wheel angle is less than a first angle, and the absolute value of the vehicle's yaw rate is greater than or equal to a first angular velocity, and the ratio between the absolute value of the vehicle's yaw rate and the first angular velocity is greater than or equal to a first ratio, then the vehicle's deviation state is determined to be a first deviation, and the degree of the first deviation is greater than or equal to the first degree of deviation.

[0059] In the event of a first vehicle veergence, this embodiment determines the current degree of vehicle veergence based on the ratio between the absolute value of the yaw rate and the first angular velocity. Specifically, if the ratio is less than a first ratio, the degree of veergence is considered minor, a typical veergence. Conversely, if the ratio is greater than or equal to the first ratio, the degree of veergence is considered severe, a significant veergence. This embodiment does not limit the specific value of the first ratio; it can be flexibly set according to requirements, such as 130%, 150%, or 170%.

[0060] In some embodiments, step S010 above may include the following steps:

[0061] Step S013: If, within the first time period, the absolute value of the vehicle's steering wheel angle is greater than or equal to the first angle, and the absolute value of the vehicle's yaw rate is less than the first angular velocity, then the vehicle's deviation state is determined to be a second deviation; wherein, the first time period is a period of time up to the current moment.

[0062] Within the first time period, if the absolute value of the vehicle's steering wheel angle is greater than or equal to the first steering angle, and the absolute value of the vehicle's yaw rate is less than the first angular velocity, then the vehicle experiences a second pull. That is, if the absolute value of the vehicle's steering wheel angle is greater than or equal to the first steering angle, and the absolute value of the vehicle's yaw rate is less than the first angular velocity, and this state persists for a first duration, then the vehicle experiences a second pull. Furthermore, in the event of a second pull, the user provides steering wheel input, meaning the user counteracts the second pull through steering wheel input.

[0063] To further determine the current degree of vehicle deviation, in some embodiments, step S013 may include the following steps: if, within a first time period, the absolute value of the vehicle's steering wheel angle is greater than or equal to a first angle, and the absolute value of the vehicle's yaw rate is less than a first angular velocity, and the ratio between the absolute value of the vehicle's steering wheel angle and the first angle is less than a second ratio, then the vehicle's deviation state is determined to be a second deviation, and the degree of the second deviation is less than the second deviation degree; if, within a first time period, the absolute value of the vehicle's steering wheel angle is greater than or equal to a first angle, and the absolute value of the vehicle's yaw rate is less than a first angular velocity, and the ratio between the absolute value of the vehicle's steering wheel angle and the first angle is greater than or equal to a second ratio, then the vehicle's deviation state is determined to be a second deviation, and the degree of the second deviation is greater than or equal to the second deviation degree.

[0064] In the event of a second vehicle pull, this embodiment determines the current degree of pull based on the ratio between the absolute value of the steering wheel angle and the first steering angle. Specifically, if the ratio is less than a second ratio, the degree of the second pull is less than the first pull degree, and can be considered a minor pull (moderate pull). If the ratio is greater than or equal to the second ratio, the degree of the second pull is greater than or equal to the first pull degree, and can be considered a severe pull (serious pull). This embodiment does not limit the specific value of the second ratio; it can be flexibly set according to needs in practical applications, such as 130%, 150%, or 170%. Furthermore, the first and second ratios can be the same or different. When the first and second ratios are the same, the degree of the first pull and the degree of the second pull are the same; when they are different, the degree of the first pull and the degree of the second pull are different.

[0065] In summary, the vehicle control method provided in this application determines the vehicle's deviation state by using the steering wheel angle and yaw rate. This method can accurately and effectively identify whether the vehicle is currently deviating and the degree of deviation, thereby improving the accuracy of motor torque correction.

[0066] In some embodiments, step S100 includes: if the vehicle's deviation state is no deviation and the absolute value of the tire pressure difference between the left and right sides of the vehicle is greater than the first tire pressure difference, then differential torque drive control is performed on the vehicle to correct the deviation state.

[0067] The tire pressure difference between the left and right sides of a vehicle refers to the difference between the current tire pressure on the left side and the current tire pressure on the right side. The current tire pressure on the left side can include the current tire pressure of the left front tire and / or the left rear tire; the current tire pressure on the right side can refer to the current tire pressure of the right front tire and / or the right rear tire. Of course, in practical applications, vehicles with more wheels may have more tires on both the left and right sides, thus the current tire pressure on the left and right sides can be flexibly determined based on the number of tires on the vehicle.

[0068] Based on this, in some embodiments, the process of determining the tire pressure difference may include: calculating the difference between the current tire pressure of the left tire of the vehicle and the current tire pressure of the right tire of the vehicle to obtain the tire pressure difference between the left and right sides of the vehicle.

[0069] For example, taking a vehicle with a left front tire, a left rear tire, a right front tire, and a right rear tire as an example, the tire pressure difference between the left and right sides of the vehicle can be shown in Formula 1 below.

[0070] Formula 1: Δp=(p 1+ p3)-(p 2+ p4)

[0071] Where Δp is the tire pressure difference between the left and right sides of the vehicle; p1 is the current tire pressure of the left front tire; p2 is the current tire pressure of the right front tire; p3 is the current tire pressure of the left rear tire; and p4 is the current tire pressure of the right rear tire.

[0072] Of course, in practical applications, other methods can also be used to determine the tire pressure difference. This application does not limit the specific method for determining the tire pressure difference. For example, the process of determining the tire pressure difference may include: calculating the difference between the current tire pressure of the vehicle's left front tire and the current tire pressure of the vehicle's right front tire to obtain the tire pressure difference between the left and right sides of the vehicle. As another example, the process of determining the tire pressure difference may include: calculating the difference between the current tire pressure of the vehicle's left rear tire and the current tire pressure of the vehicle's right rear tire to obtain the tire pressure difference between the left and right sides of the vehicle.

[0073] The first tire pressure difference can be a preset threshold. This application embodiment does not limit the specific value of the first tire pressure difference; in practical applications, it can be flexibly set according to requirements, such as 0 kPa, 20 kPa, or 10 kPa. In this application embodiment, if the absolute value of the tire pressure difference between the left and right sides of the vehicle is less than or equal to the first tire pressure difference, it is considered that there is no tire pressure difference between the left and right sides of the vehicle or the tire pressure difference is negligible, and the left and right sides of the vehicle will not experience dynamic differences due to the tire pressure difference. If the absolute value of the tire pressure difference between the left and right sides of the vehicle is greater than the first tire pressure difference, it is considered that there is a tire pressure difference between the left and right sides of the vehicle and the tire pressure difference is not negligible. This tire pressure difference may cause different ground reaction forces on the left and right tires, thereby causing the vehicle to veer.

[0074] Therefore, if the absolute value of the tire pressure difference between the left and right sides of the vehicle is greater than the first tire pressure difference, and the vehicle is not pulling to one side, then the vehicle is likely to pull to one side. In this case, differential torque drive control is also required to prevent the vehicle from pulling to one side.

[0075] When the vehicle is not currently pulling to one side but has the potential to do so, the motor torque of the vehicle's drive motor is corrected based on the tire pressure difference between the left and right sides of the vehicle. In some embodiments, step S100 may include: obtaining the torque correction amount corresponding to the tire pressure difference from the first mapping data; and performing differential torque drive control on the vehicle based on the torque correction amount to correct the pulling state.

[0076] The first mapping data includes at least one mapping relationship between tire pressure difference and torque correction amount. This first mapping data can be preset, such as being obtained through testing and pre-set in the vehicle. Based on the tire pressure difference between the left and right sides of the vehicle, the currently required torque correction amount can be found from the first mapping data. Then, the motor torque is corrected according to the torque correction amount to achieve differential torque drive control. For further explanation of correcting the motor torque based on the torque correction amount, please refer to the following embodiments, which will not be elaborated here.

[0077] In summary, the vehicle control method provided in this application, when it is detected that the vehicle is not currently veering off course but has the potential to do so, corrects the motor torque of the power motor based on the tire pressure difference between the left and right sides of the vehicle, so as to promptly reverse the vehicle veering trend and effectively prevent vehicle veering.

[0078] In some embodiments, step S100 above may include the following steps:

[0079] Step S120: If the vehicle is in a state of drifting, differential torque drive control is performed on the vehicle according to the vehicle's driving parameters to correct the drifting state.

[0080] If the vehicle is already veering to one side, differential torque drive control is required to correct the veering in a timely manner. In this embodiment, when the vehicle is already veering, the motor torque is adjusted based on the vehicle's driving parameters to achieve differential torque drive control.

[0081] In some embodiments, step S120 above may include the following steps:

[0082] Step S121: If the vehicle's deviation state is the first deviation, then differential torque drive control is performed on the vehicle based on the vehicle's yaw rate error to correct the deviation state.

[0083] In some embodiments, step S120 above may include the following steps:

[0084] Step S122: If the vehicle's deviation state is a second deviation, then differential torque drive control is performed on the vehicle based on the steering wheel angle error to correct the deviation state.

[0085] The first type of vehicle pullback refers to the pullback that occurs when there is no steering wheel input, while the second type refers to the pullback that occurs when there is steering wheel input. That is, when the vehicle pulls to a certain position without steering wheel input, differential torque drive control is performed based on the vehicle's yaw rate error; when the vehicle pulls to a certain position with steering wheel input, differential torque drive control is performed based on the vehicle's steering wheel angle error. The yaw rate error refers to the difference between the current yaw rate and the ideal yaw rate, and the steering wheel angle error refers to the difference between the current steering wheel angle and the ideal steering wheel angle. In some embodiments, both the ideal yaw rate and the ideal steering wheel angle are zero. By selectively choosing the basis for differential torque drive control based on whether there is steering wheel input when the vehicle pulls to a certain position, the accuracy of pullback correction can be improved.

[0086] In some embodiments, step S121 above may include the following steps:

[0087] Step S1211: If the vehicle's deviation state is the first deviation, and the degree of the first deviation is less than the first deviation degree, then differential torque drive control is performed on the vehicle to correct the deviation state based on the vehicle's yaw rate error and the first proportional adjustment coefficient.

[0088] Step S1212: If the vehicle's deviation state is the first deviation, and the degree of the first deviation is greater than or equal to the first deviation degree, then differential torque drive control is performed on the vehicle to correct the deviation state based on the vehicle's yaw rate error and the second proportional adjustment coefficient.

[0089] In some embodiments, step S122 above may include the following steps:

[0090] Step S1221: If the vehicle's deviation state is a second deviation, and the degree of the second deviation is less than the degree of the second deviation, then differential torque drive control is performed on the vehicle to correct the deviation state based on the vehicle's steering wheel angle error and the first proportional adjustment coefficient.

[0091] Step S1222: If the vehicle's deviation state is a second deviation, and the degree of the second deviation is greater than or equal to the degree of the second deviation, then differential torque drive control is performed on the vehicle to correct the deviation state based on the vehicle's steering wheel angle error and the second proportional adjustment coefficient.

[0092] The first proportional adjustment coefficient is smaller than the second proportional adjustment coefficient. That is, when the current degree of vehicle deviation is small, differential torque drive control is performed based on the smaller proportional adjustment coefficient; when the current degree of vehicle deviation is large, differential torque drive control is performed based on the larger proportional adjustment coefficient.

[0093] In some embodiments, the yaw rate error and the proportional adjustment coefficient can be integrated, or the steering wheel angle error and the proportional adjustment coefficient can be integrated to obtain the torque correction amount; then, the vehicle's motor torque can be corrected based on the torque correction amount.

[0094] For example, PI (Proportional-Integral) control can be used to determine the torque correction amount, which can be expressed as shown in Formula 2 below.

[0095] Formula 2: ΔT(t)=K p ·e(t)+K i ·∫e(t)dt

[0096] Where ΔT(t) is the torque correction amount; K p The proportional adjustment coefficient is e(t); e(t) can be the yaw rate error e δ (t) or steering wheel error e w (t); K i This is the integral adjustment coefficient. When the vehicle's pull is small, a smaller proportional adjustment coefficient can be used to gradually reduce the error without causing significant overshoot. When the vehicle's pull is large, a larger proportional adjustment coefficient can be used to quickly correct the error. It should be understood that in the case of the first pull, e(t) is the yaw rate error e. δ (t); In the case of a second vehicle pull, e(t) represents the steering wheel angle error. When the vehicle pulls to the first position and the degree of the first pull is less than the first pull degree, or when the vehicle pulls to the second position and the degree of the second pull is less than the second pull degree, a smaller proportional adjustment coefficient K is used. p When the vehicle experiences a first pull-off and the degree of the first pull-off is greater than or equal to the degree of the first pull-off, or when the vehicle experiences a second pull-off and the degree of the second pull-off is greater than or equal to the degree of the second pull-off, a larger proportional adjustment coefficient K is used. p .

[0097] In summary, the vehicle control method provided in this application performs differential torque drive control based on the vehicle's driving parameters when vehicle veering is detected. Furthermore, when the vehicle veering occurs without steering wheel input, differential torque drive control is performed based on the yaw rate error; when the vehicle veering occurs with steering wheel input, differential torque drive control is performed based on the steering wheel angle error. By selectively choosing the basis for differential torque drive control based on whether steering wheel input is present when the vehicle veering occurs, the accuracy of veering correction can be improved. In addition, when the vehicle veering is minor, differential torque drive control is performed with a smaller proportional adjustment coefficient to gradually reduce the error and avoid significant overshoot; when the vehicle veering is significant, differential torque drive control is performed with a larger proportional adjustment coefficient to quickly correct the error. This application embodiment achieves effective veering correction.

[0098] In some embodiments, step S100 may include the following step: correcting the motor torque of the vehicle's power motor according to the torque correction amount to correct the vehicle's deviation. A vehicle may be equipped with one or more power motors; typically, a vehicle may have multiple power motors, such as two, three, four, or more. Embodiments of this application can correct the motor torque of one or more power motors in the vehicle according to the torque correction amount to correct or prevent vehicle deviation. For example, the motor torque of all power motors in the vehicle can be corrected; or, the motor torque of some power motors in the vehicle can be corrected.

[0099] For two-motor vehicle configurations, three-motor vehicle configurations, or other motor vehicle configurations, a left front motor can be installed at the left front of the vehicle, and a right front motor can be installed at the right front of the vehicle. In some embodiments, the above-mentioned correction of the motor torque of the vehicle's motors according to a torque correction amount to correct the pulling state includes: correcting the motor torque of at least one of the left front motor and the right front motor according to a torque correction amount to correct the pulling state. For example, the motor torque of one of the left front motor and the right front motor can be corrected; or, the motor torque of both the left front motor and the right front motor can be corrected.

[0100] For two-motor vehicle configurations, three-motor vehicle configurations, or other motor vehicle configurations, a left rear motor may be installed at the left rear of the vehicle, and a right rear motor may be installed at the right rear of the vehicle. In some embodiments, the above-mentioned correction of the motor torque of the vehicle's motors according to a torque correction amount to correct the vehicle's deviation includes: correcting the motor torque of at least one of the left and right rear motors according to a torque correction amount to correct the deviation. For example, the motor torque of one of the left and right rear motors may be corrected; or, the motor torques of both the left and right rear motors may be corrected.

[0101] For four-motor vehicle configurations or other power motor vehicle configurations, such as six-motor vehicle configurations, in some embodiments, the above-mentioned correction of the motor torque of the vehicle's power motors based on the torque correction amount to correct the deviation state includes: correcting the motor torque of at least one of the vehicle's left front power motor, right front power motor, left rear power motor, and right rear power motor based on the torque correction amount to correct the deviation state. For example, the motor torques of the left front power motor and the right front power motor can be corrected; or, the motor torques of the left rear power motor and the right rear power motor can be corrected; or, the motor torques of all three power motors can be corrected.

[0102] This application does not limit the specific location of the motor performing torque correction in the vehicle. In practical applications, the motor for torque correction can be flexibly selected based on the vehicle's powertrain configuration and requirements. When correcting torque for one motor on the left and / or one motor on the right, a torque correction amount can be determined by consulting a table or through proportional-integral calculations. This torque correction amount is then used to correct the torque of the left and / or right motors. When correcting torque for multiple motors on the left and multiple motors on the right, a torque correction amount can be determined by consulting a table or through proportional-integral calculations. Based on vehicle structural parameters such as the vehicle's center of gravity, wheelbase, and track width, this torque correction amount is proportionally decomposed into multiple torque correction amounts. Each of these decomposed torque correction amounts is then used to correct the torque of each motor on the left and each motor on the right, ensuring that the torque correction's effect on the yaw rate at the vehicle's center of gravity precisely offsets the vehicle's deviation, thus achieving deviation correction. Based on this, the above-mentioned method of correcting the motor torque of at least one of the vehicle's left front power motor, right front power motor, left rear power motor, and right rear power motor according to the torque correction amount to correct the vehicle's pulling state includes: decomposing the torque correction amount into front motor correction amount and rear motor correction amount; correcting the motor torque of at least one of the vehicle's left front power motor and right front power motor according to the front motor correction amount to correct the pulling state; and correcting the motor torque of at least one of the vehicle's left rear power motor and right rear power motor according to the rear motor correction amount to correct the pulling state. Specifically, decomposing the torque correction amount into front motor correction amount and rear motor correction amount includes: decomposing the torque correction amount into front motor correction amount and rear motor correction amount according to the vehicle's structural parameters. The structural parameters include at least one of the following: center of gravity, wheelbase, and track width.

[0103] The following describes the vehicle control method provided in the embodiments of this application, taking a three-motor vehicle configuration as an example.

[0104] like Figure 2 As shown, the three-motor vehicle configuration may include a front motor, a left rear motor, and a right rear motor.

[0105] like Figure 3 As shown, in this embodiment of the application, tire pressure, yaw rate, steering wheel angle and other data can be continuously collected by vehicle-mounted sensors; then the collected data is filtered to remove noise interference, such as first-order filtering, higher-order filtering and combinations of various filtering methods.

[0106] like Figure 3As shown, the tire pressure difference between the left and right sides of the vehicle can be determined based on the collected tire pressure data. This difference in tire pressure leads to a difference in rolling resistance between the left and right sides, resulting in different ground reaction forces on each side and thus a difference in dynamics. The tire pressure difference between the left and right sides of the vehicle can be determined using Formula 1 above.

[0107] If the absolute value of the tire pressure difference, |Δp|, is less than or equal to the first tire pressure difference, then it is considered that there is no tire pressure difference between the left and right tires, and there is no dynamic difference between the left and right sides of the vehicle due to the tire pressure difference.

[0108] If the absolute value of the tire pressure difference, |Δp|, is greater than the first tire pressure difference, and Δp is greater than 0, then the tire pressure of the left tire is higher than that of the right tire. Therefore, the right tire deforms more, and its rolling resistance increases accordingly. When the same driving torque is input to both wheels, the torque used by the right tire to actually drive the vehicle's acceleration is reduced.

[0109] If the absolute value of the tire pressure difference, |Δp|, is greater than the first tire pressure difference, and Δp is less than 0, then the tire pressure of the left tire is lower than that of the right tire. Therefore, the left tire deforms more, and its rolling resistance increases accordingly. When the same driving torque is input to both wheels, the torque used by the left tire to actually drive the vehicle's acceleration is reduced.

[0110] like Figure 3 As shown, the vehicle's deviation can be determined based on the collected yaw rate and steering wheel angle.

[0111] like Figure 4 As shown, we can first determine the absolute value of the steering wheel angle |δ sw |Is it greater than or equal to the first turning angle δ, and the absolute value of the yaw rate|w r Is it greater than or equal to the first angular velocity w? If the absolute value of the steering wheel angle is |δ sw |greater than or equal to the first turning angle δ, and the absolute value of the yaw rate|w r If the angular velocity is greater than or equal to the first angular velocity w, the vehicle is considered to be in a turning state, and the vehicle's deviation state is not identified at this time; otherwise, the absolute value of the steering wheel angle is further judged. sw |Is it less than the first turning angle δ, and the absolute value of the yaw rate|w r |Whether it is less than the first angular velocity w, and whether the duration of this state is greater than the first duration. If the absolute value of the steering wheel angle is |δ sw |less than the first turning angle δ, and the absolute value of the yaw rate|w r If the angular velocity is less than the first angular velocity w, and the duration of this state is greater than the first time interval, then the vehicle is considered to be in a normal driving state of straight-line travel without veering off course; otherwise, continue to determine the absolute value of the steering wheel angle |δ|.sw |Is it less than the first turning angle δ, and the absolute value of the yaw rate|w r |Whether it is greater than the first angular velocity w, and whether the duration of this state is greater than the first duration. If the absolute value of the steering wheel angle is |δ sw |less than the first turning angle δ, and the absolute value of the yaw rate|w r If the angular velocity is greater than or equal to the first angular velocity w, and the duration of this state is greater than the first time interval, then it is considered that the user is currently not inputting steering wheel input and the vehicle is in a veering state, indicating that the vehicle has experienced its first veering. Otherwise, continue to determine the absolute value of the steering wheel angle |δ. sw |Is it greater than the first turning angle δ, and the absolute value of the yaw rate|w r |Whether it is less than the first angular velocity w, and whether the duration of this state is greater than the first duration. If the absolute value of the steering wheel angle is |δ sw |greater than or equal to the first turning angle δ, and the absolute value of the yaw rate|w r If the angular velocity is less than the first angular velocity w and the duration of this state is greater than the first time interval, then it is considered that the user is currently inputting steering wheel input and the vehicle is in a state of veering off course, and the vehicle is considered to have experienced a second veering off course; otherwise, it is considered that the vehicle is in another state that does not require intervention.

[0112] The absolute value of the steering wheel angle |δ sw |less than the first turning angle δ, and the absolute value of the yaw rate|w r If the yaw rate is greater than or equal to the first angular velocity w, and the duration of this state is greater than the first time interval, it is considered that the user is currently not inputting steering wheel input and the vehicle is in a veering state. At this point, the vehicle has experienced its first veering. The absolute value of the yaw rate |w can then be determined. r Is the ratio between | and the first angular velocity w greater than or equal to the first ratio, such as whether it is greater than 150%? If the absolute value of the yaw rate |w r If the ratio between | and the first angular velocity w is greater than or equal to 150%, the current deviation of the vehicle is considered to be large; otherwise, the current deviation of the vehicle is considered to be small.

[0113] The absolute value of the steering wheel angle |δ sw |greater than or equal to the first turning angle δ, and the absolute value of the yaw rate|w r If the angular velocity is less than the first angular velocity w, and the duration of this state is greater than the first time interval, it is considered that the user is currently inputting steering wheel input and the vehicle is in a veering state. At this point, the vehicle experiences a second veering. The absolute value of the steering wheel angle, |δ|, can then be determined. sw Is the ratio between | and the first steering angle δ greater than or equal to the second ratio, such as whether it is greater than 150%? If the absolute value of the steering wheel angle |δ swIf the ratio between | and the first turning angle δ is greater than or equal to 150%, the current deviation of the vehicle is considered to be large; otherwise, the current deviation of the vehicle is considered to be small.

[0114] like Figure 3 As shown, based on the tire pressure difference between the left and right sides of the vehicle and the vehicle's deviation state, the motor torque of the vehicle's power motor can be corrected to achieve differential torque drive control, thereby correcting the deviation state.

[0115] like Figure 5 As shown, when the tire pressure difference is less than the first tire pressure difference, or when the vehicle is currently in a steering state, there is no need to correct the motor torque of the vehicle's power motor, and each power motor still operates according to its own control strategy.

[0116] like Figure 5 As shown, if the tire pressure difference is greater than the first tire pressure difference and the vehicle does not veer to one side, then the vehicle is likely to veer to one side.

[0117] Taking a tire pressure difference Δp > 0 as an example, the rolling resistance on the right side of the vehicle is greater than that on the left side, causing a tendency to veer to the right. In this case, differential torque control should be implemented for the two rear axle motors. That is, while ensuring that the total output torque of the two rear axle motors remains unchanged, the output torque of the original left rear motor should be reduced, and the output torque of the original right rear motor should be increased. At this time, the torque correction amount ΔT can be obtained by looking up the table based on the tire pressure difference. Therefore, the motor torques of the left and right rear power motors can be corrected using the following formulas 3 and 4.

[0118] Formula 3: T lnew =T l -ΔT

[0119] Formula 4: T rnew =T r +ΔT

[0120] Among them, T lnew T represents the corrected motor torque for the left rear drive motor. l The torque of the left rear drive motor before correction; T rnew T represents the corrected motor torque for the right rear drive motor. r The torque of the right rear drive motor before correction.

[0121] like Figure 5As shown, if the vehicle's pull-off is minor, differential torque drive control of the dual rear axle motors is required. In this case, the torque correction ΔT is determined using proportional-integral control, specifically through formula 2. When the vehicle pulls off for the first time, the yaw rate error and a small proportional adjustment coefficient can be substituted into formula 2 to determine the torque correction ΔT. When the vehicle pulls off for the second time, the steering wheel angle error and a small proportional adjustment coefficient can be substituted into formula 2 to determine the torque correction ΔT.

[0122] like Figure 5 As shown, if the vehicle pulls to a significant degree, differential torque drive control of the dual rear axle motors is required. In this case, the torque correction ΔT is determined using proportional-integral control, specifically through formula 2. When the vehicle pulls to a first degree, the yaw rate error and a larger proportional adjustment coefficient can be substituted into formula 2 to determine the torque correction ΔT. When the vehicle pulls to a second degree, the steering wheel angle error and a larger proportional adjustment coefficient can be substituted into formula 2 to determine the torque correction ΔT.

[0123] 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.

[0124] According to a third 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.

[0125] Computer-readable storage media can be, for example, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof, without particular limitation herein. 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.

[0126] In some embodiments of this application, a computer-readable storage medium may be any tangible medium that contains or stores a program that may be used or combined with an instruction execution system, apparatus, or device.

[0127] The aforementioned computer-readable storage medium may be included in the aforementioned electronic device, or it may exist independently and not assembled into the electronic device. The aforementioned computer-readable storage medium carries one or more programs that, when executed by the electronic device, cause the electronic device to:

[0128] Based on the vehicle's deviation state, differential torque drive control is applied to the vehicle to correct the deviation state.

[0129] 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).

[0130] 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.

[0131] 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.

[0132] 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.

[0133] The units described in some embodiments of this application can be implemented in software or in hardware. The described units can also be located in a processor.

[0134] 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.

[0135] According to the fifth aspect of this application, such as Figure 6 As shown in the illustration, this application also provides a vehicle 10, which includes the aforementioned electronic equipment. This vehicle possesses all the beneficial effects of the aforementioned electronic equipment, etc., which will not be elaborated upon further herein.

[0136] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this application does not make any specific restrictions.

[0137] 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.

[0138] 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.

[0139] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0140] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Although the descriptions of each embodiment in this application have different focuses, and parts not described in detail in a certain embodiment can be referred to the relevant descriptions of other embodiments, any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of this application without departing from the content 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, characterized in that, include: Based on the vehicle's deviation state, differential torque drive control is applied to the vehicle to correct the deviation state.

2. The method according to claim 1, characterized in that, The step of performing differential torque drive control on the vehicle to correct the vehicle's deviation state includes: If the vehicle is not pulling to one side and the absolute value of the tire pressure difference between the left and right sides of the vehicle is greater than the first tire pressure difference, then differential torque drive control is applied to the vehicle to correct the pulling state.

3. The method according to claim 2, characterized in that, The step of performing differential torque drive control on the vehicle to correct the deviation includes: Obtain the torque correction amount corresponding to the tire pressure difference from the first mapping data; The vehicle is subjected to differential torque drive control based on the torque correction amount to correct the deviation state. The first mapping data includes at least one mapping relationship between the tire pressure difference and the torque correction amount.

4. The method according to claim 2, characterized in that, The method further includes: The difference between the current tire pressure of the left tire and the current tire pressure of the right tire of the vehicle is obtained by subtracting the sum of the current tire pressures of the left tire and the right tire of the vehicle.

5. The method according to claim 1, characterized in that, The step of performing differential torque drive control on the vehicle to correct the vehicle's deviation state includes: If the vehicle is in a state of veering, differential torque drive control is performed on the vehicle according to the vehicle's driving parameters to correct the veering state.

6. The method according to claim 5, characterized in that, If the vehicle's pulling state is considered to be pulling to one side, then differential torque drive control is performed on the vehicle based on the vehicle's driving parameters to correct the pulling state, including: If the vehicle's deviation state is the first deviation, then differential torque drive control is performed on the vehicle based on the vehicle's yaw rate error to correct the deviation state. The first deviation refers to the deviation that occurs when the vehicle is not being driven by a steering wheel.

7. The method according to claim 6, characterized in that, If the vehicle's yaw condition is classified as a first yaw, differential torque drive control is applied to the vehicle based on the vehicle's yaw rate error to correct the yaw condition, including: If the vehicle's deviation state is a first deviation, and the degree of the first deviation is less than the first deviation degree, then the vehicle is subjected to differential torque drive control to correct the deviation state based on the vehicle's yaw rate error and the first proportional adjustment coefficient. If the vehicle's deviation state is a first deviation, and the degree of the first deviation is greater than or equal to the degree of the first deviation, then the vehicle is subjected to differential torque drive control to correct the deviation state based on the vehicle's yaw rate error and the second proportional adjustment coefficient. Wherein, the first proportional adjustment coefficient is smaller than the second proportional adjustment coefficient.

8. The method according to claim 5, characterized in that, If the vehicle's pulling state is considered to be pulling to one side, then differential torque drive control is performed on the vehicle based on the vehicle's driving parameters to correct the pulling state, including: If the vehicle's deviation state is a second deviation, then differential torque drive control is performed on the vehicle based on the steering wheel angle error to correct the deviation state. The second deviation refers to the deviation that occurs when the vehicle is subjected to steering wheel input.

9. The method according to claim 8, characterized in that, If the vehicle's pulling state is a second pulling state, then differential torque drive control is performed on the vehicle based on the steering wheel angle error to correct the pulling state, including: If the vehicle's deviation state is a second deviation, and the degree of the second deviation is less than the degree of the second deviation, then differential torque drive control is performed on the vehicle to correct the deviation state based on the vehicle's steering wheel angle error and the first proportional adjustment coefficient. If the vehicle's deviation state is a second deviation, and the degree of the second deviation is greater than or equal to the degree of the second deviation, then differential torque drive control is performed on the vehicle to correct the deviation state based on the vehicle's steering wheel angle error and the second proportional adjustment coefficient. Wherein, the first proportional adjustment coefficient is smaller than the second proportional adjustment coefficient.

10. The method according to claim 1, characterized in that, The method further includes: The vehicle's deviation state is determined based on the steering wheel angle and yaw rate.

11. The method according to claim 10, characterized in that, Determining the vehicle's veering state based on the vehicle's steering wheel angle and yaw rate includes: If, within the first time period, the absolute value of the steering wheel angle of the vehicle is less than the first angle, and the absolute value of the yaw rate of the vehicle is less than the first angular velocity, then the vehicle's deviation state is determined to be no deviation. The first time period is a period of time up to the current moment.

12. The method according to claim 10, characterized in that, Determining the vehicle's veering state based on the vehicle's steering wheel angle and yaw rate includes: If, within the first time period, the absolute value of the steering wheel angle of the vehicle is less than the first angle, and the absolute value of the yaw rate of the vehicle is greater than or equal to the first angular velocity, then the vehicle's deviation state is determined to be the occurrence of the first deviation. The first time period is a period of time up to the current moment.

13. The method according to claim 12, characterized in that, If, within a first time period, the absolute value of the vehicle's steering wheel angle is less than a first angle, and the absolute value of the vehicle's yaw rate is greater than or equal to a first angular velocity, then determining the vehicle's veering state as a first veering includes: If, within the first time period, the absolute value of the steering wheel angle of the vehicle is less than the first angle, and the absolute value of the yaw rate of the vehicle is greater than or equal to the first angular velocity, and the ratio between the absolute value of the yaw rate of the vehicle and the first angular velocity is less than the first ratio, then the vehicle is determined to be in a first deviation state, and the degree of the first deviation is less than the first deviation degree. If, within the first time period, the absolute value of the steering wheel angle of the vehicle is less than the first angle, and the absolute value of the yaw rate of the vehicle is greater than or equal to the first angular velocity, and the ratio between the absolute value of the yaw rate of the vehicle and the first angular velocity is greater than or equal to the first ratio, then the vehicle is determined to have entered a first deviation state, and the degree of the first deviation is greater than or equal to the first deviation degree.

14. The method according to claim 10, characterized in that, Determining the vehicle's veering state based on the vehicle's steering wheel angle and yaw rate includes: If, within the first time period, the absolute value of the steering wheel angle of the vehicle is greater than or equal to the first angle, and the absolute value of the yaw rate of the vehicle is less than the first angular velocity, then the vehicle's veering state is determined to be a second veering. The first time period is a period of time up to the current moment.

15. The method according to claim 14, characterized in that, If, within a first time period, the absolute value of the vehicle's steering wheel angle is greater than or equal to the first steering angle, and the absolute value of the vehicle's yaw rate is less than the first angular velocity, then the vehicle's veering state is determined to be a second veering, including: If, within the first time period, the absolute value of the steering wheel angle of the vehicle is greater than or equal to the first angle, and the absolute value of the yaw rate of the vehicle is less than the first angular velocity, and the ratio between the absolute value of the steering wheel angle of the vehicle and the first angle is less than the second ratio, then the vehicle is determined to be in a second deviation state, and the degree of the second deviation is less than the degree of the second deviation. If, within a first time period, the absolute value of the vehicle's steering wheel angle is greater than or equal to the first angle, and the absolute value of the vehicle's yaw rate is less than the first angular velocity, and the ratio between the absolute value of the vehicle's steering wheel angle and the first angle is greater than or equal to the second ratio, then the vehicle's deviation state is determined to be a second deviation, and the degree of the second deviation is greater than or equal to the degree of the second deviation.

16. The method according to claim 1, characterized in that, The step of performing differential torque drive control on the vehicle to correct the deviation includes: The torque of the vehicle's power motor is adjusted based on the torque correction amount to correct the vehicle's deviation.

17. The method according to claim 16, characterized in that, The step of correcting the motor torque of the vehicle's power motor based on the torque correction amount to correct the vehicle's deviation includes: Based on the torque correction amount, the motor torque of at least one of the left front drive motor and the right front drive motor of the vehicle is corrected to correct the yaw state.

18. The method according to claim 16, characterized in that, The step of correcting the motor torque of the vehicle's power motor based on the torque correction amount to correct the vehicle's deviation includes: Based on the torque correction amount, the motor torque of at least one of the left and right rear power motors of the vehicle is corrected to correct the yaw condition.

19. The method according to claim 16, characterized in that, The step of correcting the motor torque of the vehicle's power motor based on the torque correction amount to correct the vehicle's deviation includes: Based on the torque correction amount, the motor torque of at least one of the left front power motor, right front power motor, left rear power motor, and right rear power motor of the vehicle is corrected to correct the deviation state.

20. The method according to claim 19, characterized in that, The step of correcting the torque of at least one of the vehicle's left front power motor, right front power motor, left rear power motor, and right rear power motor based on the torque correction amount to correct the vehicle's deviation includes: The torque correction is broken down into front motor correction and rear motor correction. Based on the aforementioned front motor correction amount, the motor torque of at least one of the vehicle's left front power motor and right front power motor is corrected to correct the vehicle's yaw condition. Based on the rear motor correction amount, the motor torque of at least one of the left and right rear power motors of the vehicle is corrected to correct the yaw state.

21. The method according to claim 20, characterized in that, The process of decomposing the torque correction amount into front motor correction amount and rear motor correction amount includes: Based on the vehicle's structural parameters, the torque correction is decomposed into a front motor correction and a rear motor correction.

22. The method according to claim 21, characterized in that, The structural parameters include at least one of the following: center of gravity, wheelbase, and track width.

23. A 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 according to any one of claims 1 to 22.

24. 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 according to any one of claims 1 to 22.

25. An electronic device, characterized in that, include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the vehicle control method according to any one of claims 1 to 22.

26. A vehicle, characterized in that, Including the electronic device as described in claim 25.

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