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

Abstract

The invention discloses a vehicle control method and device, a vehicle, a storage medium and a program product. The method comprises the steps that the maximum curvature of a lane in front of a vehicle, the front axle load and the rear axle load of the vehicle are obtained; determining a front axle demand lateral force and a rear axle demand lateral force of the vehicle based on the maximum curvature under the condition that the maximum curvature is greater than a curvature threshold value; determining a front axle longitudinal force upper limit based on the front axle load and the front axle demand lateral force, and determining a rear axle longitudinal force upper limit based on the rear axle load and the rear axle demand lateral force; adjusting the current distribution torque of the front axle and the current distribution torque of the rear axle based on the magnitude relationship between the front axle request longitudinal force corresponding to the current distribution torque of the front axle and the upper limit of the front axle longitudinal force and the magnitude relationship between the rear axle request longitudinal force corresponding to the current distribution torque of the rear axle and the upper limit of the rear axle longitudinal force; and vehicle control is carried out based on the adjusted front and rear axle distribution torques. According to the embodiment of the invention, the stability of the vehicle in the curve driving process can be improved.

Description

Technical Field

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

[0002] With the booming development of the new energy vehicle industry, four-wheel drive configurations with independent front and rear dual motors are becoming increasingly popular. This configuration can independently and quickly adjust the drive / braking torque of the front and rear axles, providing unprecedented hardware potential for optimizing vehicle handling performance.

[0003] Currently, the front and rear axle power distribution strategies for such four-wheel drive vehicles include a simple strategy using a fixed distribution ratio, and a feedback control strategy that adjusts torque through feedback control based on a real-time vehicle state estimation model. The fixed-ratio distribution strategy cannot adapt to changing driving conditions and cannot fully utilize the dynamic advantages of four-wheel drive. Furthermore, the state estimation-based feedback control strategy only intervenes to adjust after the vehicle has actually experienced or is about to experience attitude instability (such as understeer or oversteer), exhibiting a lag.

[0004] Neither of the aforementioned front-to-rear axle power distribution strategies fully utilizes the rapid response capability of the four-wheel drive system, and the vehicle's stability during cornering remains poor. Summary of the Invention

[0005] This application provides a vehicle control method, device, vehicle, computer-readable storage medium, and computer program product that can fully utilize the rapid response capability of a four-wheel drive system, enabling the vehicle to establish a stable driving posture earlier and more smoothly in curves, effectively suppressing understeer or oversteer tendencies, and improving the stability of the vehicle during curve driving.

[0006] In a first aspect, embodiments of this application provide a vehicle control method, the method comprising: Obtain the maximum curvature of the lane in front of the vehicle, the front axle load of the vehicle, and the rear axle load of the vehicle; If the maximum curvature is greater than the curvature threshold, the required lateral force on the front axle and the required lateral force on the rear axle of the vehicle are determined based on the maximum curvature. Based on the front axle load and the required lateral force of the front axle, the upper limit of the longitudinal force of the front axle is determined, and based on the rear axle load and the required lateral force of the rear axle, the upper limit of the longitudinal force of the rear axle is determined. Based on the relationship between the requested longitudinal force of the front axle corresponding to the current torque allocated to the front axle and the upper limit of the longitudinal force of the front axle, and the relationship between the requested longitudinal force of the rear axle corresponding to the current torque allocated to the rear axle and the upper limit of the longitudinal force of the rear axle, the current torque allocated to the front axle and the current torque allocated to the rear axle are adjusted to obtain the torque allocated to the front axle and the torque allocated to the rear axle. Vehicle control is performed based on the front axle distributed torque and the rear axle distributed torque.

[0007] In one possible implementation, adjusting the current front axle and rear axle torques based on the relationship between the requested longitudinal force of the front axle corresponding to the current front axle torque and the upper limit of the front axle longitudinal force, and the relationship between the requested longitudinal force of the rear axle corresponding to the current rear axle torque and the upper limit of the rear axle longitudinal force, to obtain the front axle torque and rear axle torque, includes: When the requested longitudinal force on the front axle is greater than the upper limit of the front axle longitudinal force, and the requested longitudinal force on the rear axle is less than or equal to the upper limit of the rear axle longitudinal force, the excess amount of the front axle longitudinal force and the margin of the rear axle longitudinal force are obtained. If the excess of the longitudinal force on the front axle is less than or equal to the margin of the longitudinal force on the rear axle, the first torque corresponding to the excess of the longitudinal force on the front axle is transferred from the front axle to the rear axle. The front axle allocated torque is determined based on the difference between the current front axle allocated torque and the first torque, and the rear axle allocated torque is determined based on the sum between the current rear axle allocated torque and the first torque.

[0008] In one possible implementation, after obtaining the excess longitudinal force on the front axle and the margin of longitudinal force on the rear axle, the method further includes: If the longitudinal force on the front axle exceeds the longitudinal force margin on the rear axle, a warning message is output to prompt the driver to slow down.

[0009] In one possible implementation, adjusting the current front axle and rear axle torques based on the relationship between the requested longitudinal force of the front axle corresponding to the current front axle torque and the upper limit of the front axle longitudinal force, and the relationship between the requested longitudinal force of the rear axle corresponding to the current rear axle torque and the upper limit of the rear axle longitudinal force, to obtain the front axle torque and rear axle torque, includes: When the requested longitudinal force of the rear axle is greater than the upper limit of the rear axle longitudinal force, and the requested longitudinal force of the front axle is less than or equal to the upper limit of the front axle longitudinal force, the excess amount of the rear axle longitudinal force and the margin of the front axle longitudinal force are obtained. If the excess of the rear axle longitudinal force is less than or equal to the margin of the front axle longitudinal force, the second torque corresponding to the excess of the rear axle longitudinal force is transferred from the rear axle to the front axle. The rear axle allocated torque is determined based on the difference between the current allocated torque of the rear axle and the second torque, and the front axle allocated torque is determined based on the sum between the current allocated torque of the front axle and the second torque.

[0010] In one possible implementation, after obtaining the excess rear axle longitudinal force and the margin front axle longitudinal force, the method further includes: If the longitudinal force on the rear axle exceeds the longitudinal force margin on the front axle, a warning message is output to prompt the driver to slow down.

[0011] In one possible implementation, the front axle load and the rear axle load are determined based on a first vehicle speed. The adjustment of the current front axle and rear axle loads based on the relationship between the requested longitudinal force of the front axle corresponding to the current front axle load and the upper limit of the front axle longitudinal force, and the relationship between the requested longitudinal force of the rear axle corresponding to the current rear axle load and the upper limit of the rear axle longitudinal force, to obtain the front axle load and rear axle load, includes: If the requested longitudinal force on the front axle is greater than the upper limit of the front axle longitudinal force, and the requested longitudinal force on the rear axle is greater than the upper limit of the rear axle longitudinal force, a prompt message is output, which is used to prompt the driver to slow down; Obtain the second speed; If the second vehicle speed is less than the first vehicle speed, the front axle load and the rear axle load are re-determined based on the second vehicle speed, and the process of determining the upper limit of the front axle longitudinal force based on the front axle load and the required lateral force of the front axle, and determining the upper limit of the rear axle longitudinal force based on the rear axle load and the required lateral force of the rear axle, is repeated until the front axle distributed torque and the rear axle distributed torque are obtained.

[0012] In one possible implementation, determining the front axle demand lateral force and rear axle demand lateral force of the vehicle based on the maximum curvature includes: Based on the maximum curvature, the first vehicle speed, and the mass of the vehicle, the required lateral force for the entire vehicle is determined. The front wheel steering angle of the vehicle is determined based on the maximum curvature; Based on the vehicle's required lateral force, the front wheel steering angle, the first distance between the vehicle's center of gravity and the front axle, and the second distance between the center of gravity and the rear axle, the required lateral force of the front axle and the required lateral force of the rear axle are determined.

[0013] Secondly, embodiments of this application provide a vehicle control device, the device comprising: The acquisition module is used to acquire the maximum curvature of the lane in front of the vehicle, the front axle load of the vehicle, and the rear axle load of the vehicle. The determination module is used to determine the required lateral force on the front axle and the required lateral force on the rear axle of the vehicle based on the maximum curvature when the maximum curvature is greater than the curvature threshold. The determining module is further configured to determine the upper limit of the front axle longitudinal force based on the front axle load and the front axle required lateral force, and to determine the upper limit of the rear axle longitudinal force based on the rear axle load and the rear axle required lateral force. The torque adjustment module is used to adjust the current front axle torque and the current rear axle torque based on the relationship between the requested longitudinal force of the front axle corresponding to the current front axle torque and the upper limit of the front axle longitudinal force, and the relationship between the requested longitudinal force of the rear axle corresponding to the current rear axle torque and the upper limit of the rear axle longitudinal force, so as to obtain the front axle torque and the rear axle torque. The control module is used to control the vehicle based on the torque distributed to the front axle and the torque distributed to the rear axle.

[0014] Thirdly, embodiments of this application provide a vehicle, which includes: a processor and a memory storing computer program instructions; When the processor executes the computer program instructions, it implements any of the possible implementations of the first aspect described above.

[0015] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer program instructions, which, when executed by a processor, implement the method in any of the possible implementations of the first aspect described above.

[0016] Fifthly, embodiments of this application provide a computer program product in which instructions, when executed by a processor of an electronic device, cause the electronic device to perform a method as described in any of the possible implementations of the first aspect above.

[0017] This application embodiment obtains the maximum curvature of the lane ahead in real time and combines it with the front axle load and rear axle load of the vehicle. When the maximum curvature is greater than the curvature threshold, it pre-determines the required lateral force of the front axle and the required lateral force of the rear axle to safely pass through the curve based on the maximum curvature. Based on the front axle load, the required lateral force of the front axle, the load of the rear axle, and the required lateral force of the rear axle, it dynamically determines the safe upper limit of the longitudinal force of each axle (including the upper limit of the longitudinal force of the front axle and the upper limit of the longitudinal force of the rear axle), providing a reliable theoretical basis and dynamic constraints for subsequent torque feedforward distribution. Based on this, by adjusting the current front axle and rear axle torques according to the relationship between the requested longitudinal force and the upper limit of the front axle longitudinal force corresponding to the current front axle torque distribution, and the relationship between the requested longitudinal force and the upper limit of the rear axle longitudinal force corresponding to the current rear axle torque distribution, the front axle and rear axle torques are obtained. Based on the front axle and rear axle torques, vehicle control is performed. That is, by coordinating and redistributing the front and rear axle torques in a forward-looking (feedforward) manner before the vehicle actually applies torque, the logic of handling stability control can be changed from correcting instability after it occurs to preventing instability before it occurs. This significantly extends the effective window of torque optimization control, fully utilizes the rapid response capability of the four-wheel drive system, and enables the vehicle to establish a stable driving posture earlier and more smoothly in corners, effectively suppressing understeer or oversteer tendencies and improving the stability of the vehicle during cornering. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of vehicle understeering provided in one embodiment of this application; Figure 2 This is a schematic diagram of vehicle oversteer provided in one embodiment of this application; Figure 3 This is a schematic flowchart of a vehicle control method provided in one embodiment of this application; Figure 4 This is a schematic diagram of a vehicle driving on a curve according to an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in one embodiment of this application; Figure 6 This is a schematic diagram of the structure of an electronic device provided in one embodiment of this application. Detailed Implementation

[0020] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0021] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0022] It should be noted that in the embodiments of this application, certain software, components, models and other existing solutions in the industry may be mentioned. These should be regarded as exemplary and are only intended to illustrate the feasibility of implementing the technical solution of this application. However, it does not mean that the applicant has used or necessarily used the solution.

[0023] For four-wheel drive vehicles with dual axles, the front-to-rear axle power distribution during cornering is crucial. If too much torque is distributed to the front axle, it will cause problems such as... Figure 1 As shown, the vehicle will exhibit understeer characteristics. If too much torque is distributed to the rear axle, then... Figure 2 As shown, the vehicle will exhibit oversteer characteristics. All of these factors affect the vehicle's steering posture, and consequently, its stability. By controlling the torque distribution ratio between the front and rear axles, the vehicle's steering characteristics can be adjusted, thus ensuring proper vehicle posture.

[0024] Currently, the front and rear axle power distribution strategies for such four-wheel drive vehicles include a simple strategy using a fixed distribution ratio, and a feedback control strategy that adjusts torque through feedback control based on a real-time vehicle state estimation model. The fixed-ratio distribution strategy cannot adapt to changing driving conditions and cannot fully utilize the dynamic advantages of four-wheel drive. Furthermore, the state estimation-based feedback control strategy only intervenes to adjust after the vehicle has actually experienced or is about to experience attitude instability (such as understeer or oversteer), exhibiting a lag.

[0025] Neither of the aforementioned front-to-rear axle power distribution strategies fully utilizes the rapid response capability of the four-wheel drive system, and the vehicle's stability during cornering remains poor.

[0026] To address the related technical issues, embodiments of this application provide a vehicle control method, apparatus, vehicle, computer-readable storage medium, and computer program product. The vehicle control method can be applied to both everyday driving scenarios and racing track scenarios. Relatively speaking, racing track scenarios typically have more curves and greater curvature. In racing track scenarios, the advantages of this application are more pronounced.

[0027] The vehicle control method provided in the embodiments of this application is described below.

[0028] Figure 3 A schematic flowchart of a vehicle control method according to an embodiment of this application is shown. This vehicle control method can be executed by a vehicle control system. Figure 3 As shown, the vehicle control method provided in this application includes the following steps: S310, Obtain the maximum curvature of the lane in front of the vehicle, the front axle load of the vehicle, and the rear axle load of the vehicle; S320. When the maximum curvature is greater than the curvature threshold, determine the required lateral force of the front axle and the required lateral force of the rear axle of the vehicle based on the maximum curvature. S330. Based on the front axle load and the required lateral force of the front axle, determine the upper limit of the longitudinal force of the front axle; and based on the rear axle load and the required lateral force of the rear axle, determine the upper limit of the longitudinal force of the rear axle. S340. Based on the relationship between the requested longitudinal force of the front axle and the upper limit of the longitudinal force of the front axle corresponding to the current torque of the front axle, and the relationship between the requested longitudinal force of the rear axle and the upper limit of the longitudinal force of the rear axle corresponding to the current torque of the rear axle, the current torque of the front axle and the current torque of the rear axle are adjusted to obtain the torque of the front axle and the torque of the rear axle. S350 performs vehicle control based on front axle and rear axle torque distribution.

[0029] This application embodiment obtains the maximum curvature of the lane ahead in real time and combines it with the front axle load and rear axle load of the vehicle. When the maximum curvature is greater than the curvature threshold, it pre-determines the required lateral force of the front axle and the required lateral force of the rear axle to safely pass through the curve based on the maximum curvature. Based on the front axle load, the required lateral force of the front axle, the load of the rear axle, and the required lateral force of the rear axle, it dynamically determines the safe upper limit of the longitudinal force of each axle (including the upper limit of the longitudinal force of the front axle and the upper limit of the longitudinal force of the rear axle), providing a reliable theoretical basis and dynamic constraints for subsequent torque feedforward distribution. Based on this, by adjusting the current front axle and rear axle torques according to the relationship between the requested longitudinal force and the upper limit of the front axle longitudinal force corresponding to the current front axle torque distribution, and the relationship between the requested longitudinal force and the upper limit of the rear axle longitudinal force corresponding to the current rear axle torque distribution, the front axle and rear axle torques are obtained. Based on the front axle and rear axle torques, vehicle control is performed. That is, by coordinating and redistributing the front and rear axle torques in a forward-looking (feedforward) manner before the vehicle actually applies torque, the logic of handling stability control can be changed from correcting instability after it occurs to preventing instability before it occurs. This significantly extends the effective window of torque optimization control, fully utilizes the rapid response capability of the four-wheel drive system, and enables the vehicle to establish a stable driving posture earlier and more smoothly in corners, effectively suppressing understeer or oversteer tendencies and improving the stability of the vehicle during cornering.

[0030] The specific implementation methods for each of the above steps are described below.

[0031] In some embodiments, in S310, during vehicle operation, the vehicle can acquire original road images containing lane lines in real time via a forward-facing camera, and identify and analyze the original road images to determine the maximum curvature of the lane ahead.

[0032] As an example, after obtaining the original road image, the original road image can be preprocessed to obtain the preprocessed image. Among them, image preprocessing includes, but is not limited to, image distortion correction (eliminating lens distortion), perspective transformation (converting the image to a bird's-eye view from above, making the lane lines nearly parallel), region of interest (ROI) delineation (focusing on the road area in front of the vehicle), and color and contrast enhancement (e.g., converting to grayscale, applying thresholding or edge detection algorithms to highlight lane line features). Subsequently, in the preprocessed image, a feature detection algorithm or a color / threshold-based segmentation method can be used to identify the set of pixels that may belong to the lane lines. By fitting the set of pixels with a curve fitting algorithm (such as quadratic polynomial fitting, cubic spline fitting, or B-spline fitting), a continuous mathematical model representing the left and right lane lines can be obtained. Usually, the lane lines in the bird's-eye view coordinate system (with the vehicle's centroid as the origin, the X-axis pointing directly in front of the vehicle, and the Y-axis pointing to the left of the vehicle) can be approximately described by the following quadratic curve equation (1): (1) Where y represents the lateral offset, x represents the longitudinal distance, and coefficients A, B, and C are the fitted parameters. The quadratic coefficient A directly determines the curvature of the lane.

[0033] Based on the parameters of the lane line mathematical model obtained from the above fitting, the instantaneous curvature of the lane at a preset distance in front of the vehicle can be calculated. This preset distance can be pre-calibrated and represents the vehicle's travel distance reserved for determining the front axle and rear axle torque distribution based on the curvature at that location.

[0034] For the above quadratic curve equation, in the vehicle coordinate system, the formula for calculating the lane curvature k at a point x = d ahead is approximately: (2) By substituting the parameters A and B obtained from the above fitting into formula (2), the curvature of the lane in front of the vehicle can be calculated.

[0035] Based on this, within a given perception or planning range (e.g., 0-100 meters in front of the vehicle), using the curvature calculation method described above, multiple curvatures at a series of locations within this range can be evaluated. Within this perception or planning range, the curvature with the largest absolute value is determined as the maximum curvature. The maximum curvature represents the degree of curvature of the sharpest curve the vehicle is about to encounter.

[0036] In addition, during vehicle operation, the following parameters can be obtained: vehicle center of gravity height h, first distance s1 between the center of gravity and the front axle, second distance s2 between the center of gravity and the rear axle, wheelbase l, and vehicle mass m. The vehicle's longitudinal acceleration a can also be acquired in real time. Furthermore, based on the center of gravity height h, the first distance s1 between the center of gravity and the front axle, the second distance s2 between the center of gravity and the rear axle, the wheelbase l, the vehicle mass m, and the longitudinal acceleration a, the front axle load F can be calculated. z1 and rear axle load F z2 Specifically, the front axle load F can be calculated using the following formulas (3) and (4). z1 and rear axle load F z2 : (3) (4) In some embodiments, in S320, the curvature threshold may be a pre-set critical value used to determine whether the upcoming curve is curved enough to warrant triggering feedforward torque distribution control. If the maximum curvature is less than or equal to the curvature threshold, the maximum curvature, front axle load, and rear axle load can continue to be acquired. If the maximum curvature is greater than the curvature threshold, feedforward torque distribution control can be triggered.

[0037] Specifically, based on this maximum curvature, the required lateral force on the front axle and the required lateral force on the rear axle of the vehicle can be calculated first. The required lateral force on the front axle can be the lateral force that the front axle can withstand, and the required lateral force on the rear axle can be the lateral force that the rear axle can withstand.

[0038] To accurately determine the required lateral forces on the front and rear axles, in some embodiments, the determination of the required lateral forces on the front and rear axles of the vehicle based on the maximum curvature may specifically include: Based on the maximum curvature, the first vehicle speed, and the vehicle's mass, determine the vehicle's required lateral force. Determine the front wheel steering angle of the vehicle based on the maximum curvature; Based on the vehicle's required lateral force, front wheel steering angle, the first distance between the vehicle's center of gravity and the front axle, and the second distance between the center of gravity and the rear axle, the required lateral force of the front axle and the required lateral force of the rear axle are determined.

[0039] Here, the vehicle's first speed v can be obtained in real time during operation. The required lateral force of the entire vehicle can be calculated using the following formula (5): (5) in, This represents the lateral force required by the entire vehicle, and k represents the maximum curvature.

[0040] On the other hand, the maximum curvature k is related to the front wheel steering angle. The following functional relationship can exist between them (6): (6) Based on this functional relationship, the theoretical required front wheel steering angle when the vehicle turns at the point of maximum curvature can be found in reverse.

[0041] Based on this, the required lateral force of the front axle can be estimated using the following formulas (7) and (8). and rear axle lateral force requirements : (7) (8) In some embodiments, in S330, the tire adhesion ellipse theory describes that under fixed road surface adhesion conditions, the lateral force and longitudinal force that the tire can provide are mutually exclusive, and the limit of their resultant force is limited by the maximum static friction. Therefore, it can be used to calculate the maximum longitudinal force remaining on the front and rear axles that can be used for driving or braking after a portion of the lateral force has been used.

[0042] Based on this, the upper limit of the longitudinal force on the front axle can be calculated using the following formulas (9) and (10). and the upper limit of longitudinal force of the rear axle : (9) (10) in, This is the road surface adhesion coefficient.

[0043] In some embodiments, during S340 and S350, in the initial state, the current front axle torque distribution can be a preset front axle torque distribution, and the current rear axle torque distribution can be a preset rear axle torque distribution. During vehicle operation, the current front axle torque distribution can be the most recently determined front axle torque distribution, and the current rear axle torque distribution can be the most recently determined rear axle torque distribution.

[0044] If the requested longitudinal force of the front axle corresponding to the current torque distribution on the front axle is less than or equal to the upper limit of the front axle longitudinal force, and the requested longitudinal force of the rear axle corresponding to the current torque distribution on the rear axle is less than or equal to the upper limit of the rear axle longitudinal force, then the current torque distribution can be maintained, and vehicle control can continue based on the current torque distribution on the front axle and the current torque distribution on the rear axle.

[0045] If the requested longitudinal force on the front axle exceeds the upper limit of the front axle longitudinal force, and the requested longitudinal force on the rear axle is less than or equal to the upper limit of the rear axle longitudinal force, it can be determined that the current torque distribution on the front axle is excessive. If the vehicle continues to be controlled according to the current torque distribution, it will cause understeer and affect vehicle stability. Therefore, in order to improve vehicle driving stability, the excess torque on the front axle can be transferred to the rear axle.

[0046] After transferring the excess torque from the front axle to the rear axle, it may cause the rear axle torque to exceed its limit, leading to oversteer. Therefore, in order to enable the vehicle to establish a stable driving posture earlier and more smoothly in corners, effectively suppress understeer or oversteer tendencies, and improve vehicle stability during cornering, in some embodiments, the above-mentioned S340 may specifically include: When the requested longitudinal force on the front axle is greater than the upper limit of the front axle longitudinal force, and the requested longitudinal force on the rear axle is less than or equal to the upper limit of the rear axle longitudinal force, obtain the excess amount of the front axle longitudinal force and the margin of the rear axle longitudinal force. When the excess longitudinal force on the front axle is less than or equal to the longitudinal force margin on the rear axle, the first torque corresponding to the excess longitudinal force on the front axle is transferred from the front axle to the rear axle. The front axle distribution torque is determined based on the difference between the current front axle distribution torque and the first torque, and the rear axle distribution torque is determined based on the sum of the current rear axle distribution torque and the first torque.

[0047] Here, the excess longitudinal force of the front axle can be determined based on the difference between the requested longitudinal force and the upper limit of the front axle longitudinal force. The rear axle longitudinal force margin can be determined based on the difference between the upper limit of the rear axle longitudinal force and the requested longitudinal force. If the excess longitudinal force of the front axle is less than or equal to the rear axle longitudinal force margin, transferring the first torque corresponding to the excess longitudinal force from the front axle to the rear axle will not cause the rear axle torque to exceed the limit. Therefore, the first torque can be transferred from the front axle to the rear axle to adjust the current front axle torque distribution to the latest front axle torque distribution, adjust the current rear axle torque distribution to the latest rear axle torque distribution, and perform vehicle control based on this latest determined front and rear axle torque distribution.

[0048] This application embodiment determines that the excess longitudinal force on the front axle is less than or equal to the residual longitudinal force on the rear axle. That is, after determining that transferring the first torque corresponding to the excess longitudinal force on the front axle from the front axle to the rear axle will not cause the torque on the rear axle to exceed the limit, the first torque is then transferred from the front axle to the rear axle to obtain the front axle distributed torque and the rear axle distributed torque. Based on the newly determined front axle distributed torque and rear axle distributed torque, vehicle control is performed, enabling the vehicle to establish a stable driving posture earlier and more smoothly in corners, effectively suppressing understeer or oversteer tendencies, and improving the stability of the vehicle during cornering.

[0049] If the longitudinal force on the front axle exceeds the longitudinal force margin on the rear axle, then after the first torque corresponding to the excess longitudinal force on the front axle is transferred from the front axle to the rear axle, it will cause the torque on the rear axle to exceed the limit. Therefore, the front and rear axle redistribution based on the current torque request can no longer meet the conditions for stable vehicle operation.

[0050] Based on this, in order to improve the response speed of power distribution and the handling performance of the vehicle, in some embodiments, after obtaining the excess longitudinal force of the front axle and the margin of the longitudinal force of the rear axle as described above, the method may further include: If the longitudinal force on the front axle exceeds the longitudinal force margin on the rear axle, a warning message will be output to remind the driver to slow down.

[0051] Here, if the excess longitudinal force on the front axle exceeds the margin of longitudinal force on the rear axle, it indicates that the total torque requested by the driver exceeds the sum of the available longitudinal force limits of the front and rear axles. This suggests that maintaining the current speed while navigating the curve poses a risk of instability. Therefore, the vehicle control system can proactively provide deceleration warnings to the driver through the in-vehicle human-machine interface, using text, graphics, voice, or tactile feedback. This warning clearly conveys to the driver that "the current curve has a large curvature, and the vehicle's power demand is approaching or exceeding the ground adhesion limit; it is recommended to appropriately reduce the speed to ensure safe passage," thus guiding the driver to actively intervene by reducing speed to decrease the total lateral force required by the vehicle. This expands the available longitudinal force boundaries of each axle, creating the necessary conditions for the system to perform reasonable torque distribution again and restore a stable driving state.

[0052] This application embodiment improves the response speed of power distribution by directly reminding the driver to slow down when the front and rear axle redistribution based on the current torque request is no longer sufficient to meet the vehicle's stable driving conditions, rather than performing torque redistribution first, then continuing to detect and take corresponding measures after redistribution.

[0053] In addition, drivers typically reduce their speed after receiving a warning message. Therefore, after outputting the warning message, the vehicle control system can obtain the second vehicle speed at that moment and compare it with the first vehicle speed. If the second vehicle speed is greater than or equal to the first vehicle speed, it can continue to output warning messages until the second vehicle speed is less than the first vehicle speed.

[0054] When the second vehicle speed is less than the first vehicle speed, the system can initiate an iterative optimization process. Specifically, the front axle load and rear axle load can be re-determined based on the second vehicle speed using the above formulas (3) and (4). Then, based on the re-determined front axle load and rear axle load, as well as the latest obtained maximum curvature, the complete process of demand lateral force calculation, longitudinal force limit determination, and torque distribution adjustment (i.e., steps S320-S340) is repeated until the front axle distribution torque and rear axle distribution torque that meet the latest vehicle state and road conditions and can ensure stable passage through the curve are calculated. Based on the front axle distribution torque and rear axle distribution torque, vehicle control is performed.

[0055] It is important to emphasize that the preset distances used for curvature calculation and control were pre-calculated with sufficient space for the vehicle's deceleration process, thus providing ample time and distance windows for the iterative optimization. Therefore, the entire iterative optimization process can be completed smoothly before the vehicle actually reaches the curve, ensuring the timeliness and effectiveness of torque control commands and preventing delays or impacts on the vehicle's actual dynamic response due to the cyclic execution of control logic.

[0056] Thus, by actively guiding the driver to decelerate when the longitudinal force on the front axle exceeds the longitudinal force margin on the rear axle, the system reduces the total lateral force demand by decreasing vehicle speed before potential instability occurs. Subsequently, the system re-optimizes torque distribution based on the new operating conditions, ultimately achieving the best balance between power and handling within safe boundaries. This not only ensures cornering stability but also significantly improves vehicle handling performance by maintaining a reasonable distribution of inter-axle drive force.

[0057] Especially in scenarios like racetracks, where handling limits and response speeds are extremely demanding, this application's embodiments enable drivers to accurately perceive the torque distribution status during aggressive driving through clear and timely system prompts. After the driver decelerates accordingly, the system immediately redistributes torque based on the new second speed and maximum curvature, effectively suppressing understeer or oversteer tendencies, improving vehicle stability during cornering, and significantly enhancing vehicle handling performance.

[0058] Furthermore, if the requested longitudinal force on the rear axle exceeds the upper limit of the rear axle longitudinal force, and the requested longitudinal force on the front axle is less than or equal to the upper limit of the front axle longitudinal force, it can be determined that the current torque distributed to the rear axle is excessive. If the vehicle continues to be controlled according to the current torque distribution, it will cause oversteer and affect vehicle stability. Therefore, in order to improve vehicle driving stability, the excess torque from the rear axle can be transferred to the front axle.

[0059] After transferring the excess torque from the rear axle to the front axle, it may cause the front axle torque to exceed its limit, leading to understeer. Therefore, in order to enable the vehicle to establish a stable driving posture earlier and more smoothly in corners, effectively suppress understeer or oversteer tendencies, and improve the vehicle's stability during cornering, in some embodiments, the above-mentioned S340 may specifically include: When the requested longitudinal force on the rear axle is greater than the upper limit of the rear axle longitudinal force, and the requested longitudinal force on the front axle is less than or equal to the upper limit of the front axle longitudinal force, obtain the excess amount of the rear axle longitudinal force and the margin of the front axle longitudinal force. When the excess longitudinal force on the rear axle is less than or equal to the margin of the longitudinal force on the front axle, the second torque corresponding to the excess longitudinal force on the rear axle is transferred from the rear axle to the front axle. The rear axle distribution torque is determined based on the difference between the current distributed torque and the second torque, and the front axle distribution torque is determined based on the sum of the current distributed torque and the second torque.

[0060] Here, the excess longitudinal force of the rear axle can be determined based on the difference between the requested longitudinal force of the rear axle and the upper limit of the rear axle longitudinal force. The margin of the front axle longitudinal force can be determined based on the difference between the upper limit of the front axle longitudinal force and the requested longitudinal force of the front axle. If the excess longitudinal force of the rear axle is less than or equal to the margin of the front axle longitudinal force, transferring the second torque corresponding to the excess longitudinal force of the rear axle from the rear axle to the front axle will not cause the front axle torque to exceed the limit. Therefore, the second torque can be transferred from the rear axle to the front axle to adjust the current torque distribution of the rear axle to the latest rear axle torque distribution, adjust the current torque distribution of the front axle to the latest front axle torque distribution, and perform vehicle control based on this latest determined front axle torque distribution and rear axle torque distribution.

[0061] This application embodiment determines that the excess longitudinal force on the rear axle is less than or equal to the margin of the longitudinal force on the front axle. That is, after determining that transferring the second torque corresponding to the excess longitudinal force on the rear axle from the rear axle to the front axle will not cause the torque on the front axle to exceed the limit, the second torque is then transferred from the rear axle to the front axle to obtain the front axle distributed torque and the rear axle distributed torque. Based on the newly determined front axle distributed torque and rear axle distributed torque, vehicle control is performed, enabling the vehicle to establish a stable driving posture earlier and more smoothly in corners, effectively suppressing understeer or oversteer tendencies, and improving the stability of the vehicle during cornering.

[0062] If the excess longitudinal force on the rear axle is greater than the margin of the longitudinal force on the front axle, then after transferring the second torque corresponding to the excess longitudinal force on the rear axle from the rear axle to the front axle, it will cause the torque on the front axle to exceed the limit. Therefore, the front and rear axle redistribution based on the current torque request can no longer meet the conditions for stable vehicle operation.

[0063] Based on this, in order to improve the response speed of power distribution and the handling performance of the vehicle, in some embodiments, after obtaining the excess longitudinal force of the rear axle and the margin of the longitudinal force of the front axle as described above, the method may further include: If the longitudinal force on the rear axle exceeds the longitudinal force margin on the front axle, a warning message will be output to remind the driver to slow down.

[0064] Here, if the excess longitudinal force on the rear axle exceeds the margin of longitudinal force on the front axle, it indicates that the total torque requested by the driver exceeds the sum of the available longitudinal force limits of the front and rear axles. This suggests that maintaining the current speed while navigating the curve poses a risk of instability. Therefore, the vehicle control system can proactively provide deceleration warnings to the driver through the in-vehicle human-machine interface, using text, graphics, voice, or tactile feedback. This warning clearly conveys to the driver that "the current curve has a large curvature, and the vehicle's power demand is approaching or exceeding the ground adhesion limit; it is recommended to appropriately reduce the speed to ensure safe passage," thus guiding the driver to actively intervene by reducing the vehicle's speed to decrease the total lateral force required by the vehicle. This, in turn, expands the available longitudinal force boundaries of each axle, creating the necessary conditions for the system to perform reasonable torque distribution again and restore a stable driving state.

[0065] This application embodiment improves the response speed of power distribution by directly reminding the driver to slow down when the front and rear axle redistribution based on the current torque request is no longer sufficient to meet the vehicle's stable driving conditions, rather than performing torque redistribution first, then continuing to detect and take corresponding measures after redistribution.

[0066] In addition, drivers typically reduce their speed after receiving a warning message. Therefore, after outputting the warning message, the vehicle control system can obtain the second vehicle speed at that moment and compare it with the first vehicle speed. If the second vehicle speed is greater than or equal to the first vehicle speed, it can continue to output warning messages until the second vehicle speed is less than the first vehicle speed.

[0067] When the second vehicle speed is less than the first vehicle speed, the system can initiate an iterative optimization process. Specifically, the front axle load and rear axle load can be re-determined based on the second vehicle speed using the above formulas (3) and (4). Then, based on the re-determined front axle load and rear axle load, as well as the latest obtained maximum curvature, the complete process of demand lateral force calculation, longitudinal force limit determination, and torque distribution adjustment (i.e., steps S320-S340) is repeated until the front axle distribution torque and rear axle distribution torque that meet the latest vehicle state and road conditions and can ensure stable passage through the curve are calculated. Based on the front axle distribution torque and rear axle distribution torque, vehicle control is performed.

[0068] It is important to emphasize that the preset distances used for curvature calculation and control were pre-calculated with sufficient space for the vehicle's deceleration process, thus providing ample time and distance windows for the iterative optimization. Therefore, the entire iterative optimization process can be completed smoothly before the vehicle actually reaches the curve, ensuring the timeliness and effectiveness of torque control commands and preventing delays or impacts on the vehicle's actual dynamic response due to the cyclic execution of control logic.

[0069] Thus, by actively guiding the driver to decelerate when the longitudinal force on the rear axle exceeds the longitudinal force margin on the front axle, the system reduces the total lateral force demand by decreasing vehicle speed before potential instability occurs. Subsequently, the system re-optimizes torque distribution based on the new operating conditions, ultimately achieving the best balance between power and handling within safe boundaries. This not only ensures cornering stability but also significantly improves vehicle handling performance by maintaining a reasonable distribution of inter-axle drive force.

[0070] Especially in scenarios like racetracks, where handling limits and response speeds are extremely demanding, this application's embodiments enable drivers to accurately perceive the torque distribution status during aggressive driving through clear and timely system prompts. After the driver decelerates accordingly, the system immediately redistributes torque based on the new second speed and maximum curvature, effectively suppressing understeer or oversteer tendencies, improving vehicle stability during cornering, and significantly enhancing vehicle handling performance.

[0071] Furthermore, if the longitudinal force requested by the front axle exceeds the upper limit of the front axle longitudinal force, and the longitudinal force requested by the rear axle exceeds the upper limit of the rear axle longitudinal force, meaning that the current torque distribution between the front and rear axles both exceed the longitudinal force limit, the vehicle cannot pass through the curve at the current speed. Therefore, in order to improve vehicle driving stability and vehicle handling performance, in some embodiments, the above-mentioned S340 may specifically include: If the requested longitudinal force on the front axle is greater than the upper limit of the front axle longitudinal force, and the requested longitudinal force on the rear axle is greater than the upper limit of the rear axle longitudinal force, a prompt message is output to remind the driver to slow down. Obtain the second speed; If the second vehicle speed is less than the first vehicle speed, the front axle load and rear axle load are re-determined based on the second vehicle speed, and the process is repeated to determine the upper limit of the front axle longitudinal force based on the front axle load and the required lateral force of the front axle, and the upper limit of the rear axle longitudinal force based on the rear axle load and the required lateral force of the rear axle, until the front axle distributed torque and the rear axle distributed torque are obtained.

[0072] Here, if the requested longitudinal force on the front axle exceeds the upper limit of the front axle longitudinal force, and the requested longitudinal force on the rear axle exceeds the upper limit of the rear axle longitudinal force, it indicates that the total torque requested by the driver exceeds the sum of the available longitudinal force limits of the front and rear axles. This suggests that maintaining the current speed while navigating the curve will pose a risk of instability. Therefore, the vehicle control system can proactively provide deceleration warnings to the driver through the in-vehicle human-machine interface, using text, graphics, voice, or tactile feedback. This warning clearly conveys to the driver that "the current curve has a large curvature, and the vehicle's power demand is approaching or exceeding the ground adhesion limit; it is recommended to appropriately reduce the speed to ensure safe passage," thereby guiding the driver to actively intervene by reducing the vehicle's speed to decrease the total lateral force required by the vehicle. This, in turn, expands the available longitudinal force boundaries of each axle, creating the necessary conditions for the system to perform reasonable torque distribution again and restore a stable driving state.

[0073] After receiving a warning message, the driver will typically reduce their speed. Therefore, after outputting the warning message, the vehicle control system can obtain the second vehicle speed at that moment and compare it with the first vehicle speed. If the second vehicle speed is greater than or equal to the first vehicle speed, it can continue to output warning messages until the second vehicle speed is less than the first speed.

[0074] When the second vehicle speed is less than the first vehicle speed, the system can initiate an iterative optimization process. Specifically, the front axle load and rear axle load can be re-determined based on the second vehicle speed using the above formulas (3) and (4). Then, based on the re-determined front axle load and rear axle load, as well as the latest obtained maximum curvature, the complete process of demand lateral force calculation, longitudinal force limit determination, and torque distribution adjustment (i.e., steps S320-S340) is repeated until the front axle distribution torque and rear axle distribution torque that meet the latest vehicle state and road conditions and can ensure stable passage through the curve are calculated. Based on the front axle distribution torque and rear axle distribution torque, vehicle control is performed.

[0075] It is important to emphasize that the preset distances used for curvature calculation and control were pre-calculated with sufficient space for the vehicle's deceleration process, thus providing ample time and distance windows for the iterative optimization. Therefore, the entire iterative optimization process can be completed smoothly before the vehicle actually reaches the curve, ensuring the timeliness and effectiveness of torque control commands and preventing delays or impacts on the vehicle's actual dynamic response due to the cyclic execution of control logic.

[0076] Thus, by actively guiding the driver to intervene and decelerate when the requested longitudinal force on the front axle exceeds the upper limit of the front axle longitudinal force and the requested longitudinal force on the rear axle exceeds the upper limit of the rear axle longitudinal force, the system can reduce the total lateral force demand by decreasing vehicle speed before potential instability occurs. Subsequently, the system re-optimizes the torque distribution based on the new operating conditions, ultimately achieving the best balance between power and handling within the safety boundaries. This not only ensures cornering stability but also significantly improves vehicle handling performance by maintaining a reasonable distribution of inter-axle drive force.

[0077] Especially in scenarios like racetracks, where handling limits and response speeds are extremely demanding, this application's embodiments enable drivers to accurately perceive the torque distribution status during aggressive driving through clear and timely system prompts. After the driver decelerates accordingly, the system immediately redistributes torque based on the new second speed and maximum curvature, effectively suppressing understeer or oversteer tendencies, improving vehicle stability during cornering, and significantly enhancing vehicle handling performance.

[0078] In addition, after the curve ends (i.e., the maximum curvature decreases to the curvature threshold), the torque of the front and rear axles can be restored to the preset torque distribution of the front axle and the preset torque distribution of the rear axle, respectively, to ensure the smooth driving of the vehicle on straight roads.

[0079] An embodiment of this application provides a schematic diagram of a vehicle driving on a curve, as shown below. Figure 4 As shown.

[0080] In summary, this application's embodiments integrate visual and dynamic domain information across domains, incorporating visual information into vehicle handling and stability control. For four-wheel drive vehicles, visual information is used to identify lane curvature and other information in advance, providing the vehicle with predictive basis and space. By predicting driving needs and vehicle posture, power is pre-allocated, improving vehicle handling capabilities and cornering stability, especially enhancing vehicle handling performance in track scenarios.

[0081] Based on the vehicle control method provided in the above embodiments, this application also provides specific implementations of the vehicle control device. Please refer to the following embodiments.

[0082] like Figure 5 As shown, a vehicle control device 500 provided in one embodiment of this application includes the following modules: The acquisition module 510 is used to acquire the maximum curvature of the lane in front of the vehicle, the front axle load of the vehicle, and the rear axle load of the vehicle. The determination module 520 is used to determine the required lateral force of the front axle and the required lateral force of the rear axle of the vehicle based on the maximum curvature when the maximum curvature is greater than the curvature threshold. The determination module 520 is also used to determine the upper limit of the front axle longitudinal force based on the front axle load and the front axle demand lateral force, and to determine the upper limit of the rear axle longitudinal force based on the rear axle load and the rear axle demand lateral force; The torque adjustment module 530 is used to adjust the current torque of the front axle and the current torque of the rear axle based on the relationship between the requested longitudinal force of the front axle and the upper limit of the longitudinal force of the front axle corresponding to the current torque of the front axle, and the relationship between the requested longitudinal force of the rear axle and the upper limit of the longitudinal force of the rear axle corresponding to the current torque of the rear axle, so as to obtain the torque of the front axle and the torque of the rear axle. The control module 540 is used for vehicle control based on the torque distributed to the front axle and the torque distributed to the rear axle.

[0083] The vehicle control device 500 described above will be explained in detail below: In some embodiments, the torque adjustment module 530 is specifically used for: When the requested longitudinal force on the front axle is greater than the upper limit of the front axle longitudinal force, and the requested longitudinal force on the rear axle is less than or equal to the upper limit of the rear axle longitudinal force, obtain the excess amount of the front axle longitudinal force and the margin of the rear axle longitudinal force. When the excess longitudinal force on the front axle is less than or equal to the longitudinal force margin on the rear axle, the first torque corresponding to the excess longitudinal force on the front axle is transferred from the front axle to the rear axle. The front axle distribution torque is determined based on the difference between the current front axle distribution torque and the first torque, and the rear axle distribution torque is determined based on the sum of the current rear axle distribution torque and the first torque.

[0084] In some embodiments, the torque adjustment module 530 is specifically used for: After obtaining the excess longitudinal force of the front axle and the margin of the longitudinal force of the rear axle, if the excess longitudinal force of the front axle is greater than the margin of the longitudinal force of the rear axle, a prompt message is output to remind the driver to slow down.

[0085] In some embodiments, the torque adjustment module 530 is specifically used for: When the requested longitudinal force on the rear axle is greater than the upper limit of the rear axle longitudinal force, and the requested longitudinal force on the front axle is less than or equal to the upper limit of the front axle longitudinal force, obtain the excess amount of the rear axle longitudinal force and the margin of the front axle longitudinal force. When the excess longitudinal force on the rear axle is less than or equal to the margin of the longitudinal force on the front axle, the second torque corresponding to the excess longitudinal force on the rear axle is transferred from the rear axle to the front axle. The rear axle distribution torque is determined based on the difference between the current distributed torque and the second torque, and the front axle distribution torque is determined based on the sum of the current distributed torque and the second torque.

[0086] In some embodiments, the torque adjustment module 530 is specifically used for: After obtaining the excess longitudinal force of the rear axle and the margin of the longitudinal force of the front axle, if the excess longitudinal force of the rear axle is greater than the margin of the longitudinal force of the front axle, a prompt message is output to remind the driver to slow down.

[0087] The front axle load and rear axle load are determined based on a first vehicle speed. Based on this, in some embodiments, the torque adjustment module 530 is specifically used for: If the requested longitudinal force on the front axle is greater than the upper limit of the front axle longitudinal force, and the requested longitudinal force on the rear axle is greater than the upper limit of the rear axle longitudinal force, a prompt message is output to remind the driver to slow down. Obtain the second speed; If the second vehicle speed is less than the first vehicle speed, the front axle load and rear axle load are re-determined based on the second vehicle speed, and the process is repeated to determine the upper limit of the front axle longitudinal force based on the front axle load and the required lateral force of the front axle, and the upper limit of the rear axle longitudinal force based on the rear axle load and the required lateral force of the rear axle, until the front axle distributed torque and the rear axle distributed torque are obtained.

[0088] In some embodiments, the determining module 520 is specifically used for: Based on the maximum curvature, the first vehicle speed, and the vehicle's mass, determine the vehicle's required lateral force. Determine the front wheel steering angle of the vehicle based on the maximum curvature; Based on the vehicle's required lateral force, front wheel steering angle, the first distance between the vehicle's center of gravity and the front axle, and the second distance between the center of gravity and the rear axle, the required lateral force of the front axle and the required lateral force of the rear axle are determined.

[0089] This application embodiment obtains the maximum curvature of the lane ahead in real time and combines it with the front axle load and rear axle load of the vehicle. When the maximum curvature is greater than the curvature threshold, it pre-determines the required lateral force of the front axle and the required lateral force of the rear axle to safely pass through the curve based on the maximum curvature. Based on the front axle load, the required lateral force of the front axle, the load of the rear axle, and the required lateral force of the rear axle, it dynamically determines the safe upper limit of the longitudinal force of each axle (including the upper limit of the longitudinal force of the front axle and the upper limit of the longitudinal force of the rear axle), providing a reliable theoretical basis and dynamic constraints for subsequent torque feedforward distribution. Based on this, by adjusting the current front axle and rear axle torques according to the relationship between the requested longitudinal force and the upper limit of the front axle longitudinal force corresponding to the current front axle torque distribution, and the relationship between the requested longitudinal force and the upper limit of the rear axle longitudinal force corresponding to the current rear axle torque distribution, the front axle and rear axle torques are obtained. Based on the front axle and rear axle torques, vehicle control is performed. That is, by coordinating and redistributing the front and rear axle torques in a forward-looking (feedforward) manner before the vehicle actually applies torque, the logic of handling stability control can be changed from correcting instability after it occurs to preventing instability before it occurs. This significantly extends the effective window of torque optimization control, fully utilizes the rapid response capability of the four-wheel drive system, and enables the vehicle to establish a stable driving posture earlier and more smoothly in corners, effectively suppressing understeer or oversteer tendencies and improving the stability of the vehicle during cornering.

[0090] Based on the vehicle control method provided in the above embodiments, this application also provides specific implementation methods for vehicles. The vehicle may include a processor and a memory storing computer program instructions; the processor executes the computer program instructions to implement the above vehicle control method.

[0091] As an example, a vehicle may include electronic devices, which may include the aforementioned processor and a memory storing computer program instructions.

[0092] Figure 6 A schematic diagram of the structure of an electronic device provided in one embodiment of this application is shown.

[0093] like Figure 6 As shown, the electronic device 600 may include a processor 610 and a memory 620 storing computer program instructions.

[0094] Specifically, the processor 610 may include a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0095] Memory 620 may include mass storage for data or instructions. For example, and not limitingly, memory 620 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 620 may include removable or non-removable (or fixed) media. Where appropriate, memory 620 may be internal or external to electronic device 600. In a particular embodiment, memory 620 is a non-volatile solid-state memory.

[0096] In specific embodiments, the memory 620 may be implemented as a read-only memory (ROM), random access memory (RAM), static storage device, dynamic storage device, etc. The memory 620 may store the operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 620 and executed by the processor 610. The processor 610 implements any of the vehicle control methods in the above embodiments by reading and executing the computer program instructions stored in the memory 620.

[0097] The processor 610 implements any of the vehicle control methods described in the above embodiments by reading and executing computer program instructions stored in the memory 620.

[0098] In one example, electronic device 600 may further include communication interface 630 and bus 640. For example, Figure 6 As shown, the processor 610, memory 620, and communication interface 630 are connected via bus 640 and communicate with each other.

[0099] The communication interface 630 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0100] Bus 640 includes hardware, software, or both, that couples components of an electronic device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Micro Channel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-E) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local Bus (VLB) bus, or other suitable buses, or a combination of two or more of these. Where appropriate, bus 640 may include one or more buses. Although specific buses are described and illustrated in the embodiments of this application, this application considers any suitable bus or interconnection.

[0101] For example, the electronic device 600 can be a mobile phone, tablet computer, laptop computer, handheld computer, in-vehicle electronic device, ultra-mobile personal computer (UMPC), netbook, or personal digital assistant (PDA), etc.

[0102] The electronic device can execute the vehicle control method in the embodiments of this application, thereby achieving the combination Figures 3 to 4 The vehicle control method described herein, and the beneficial effects of the corresponding method embodiments, will not be elaborated further here.

[0103] Furthermore, in conjunction with the vehicle control methods in the above embodiments, this application embodiment can provide a computer-readable storage medium for implementation. This computer-readable storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the vehicle control methods in the above embodiments. Examples of such computer-readable storage media include non-transitory computer-readable storage media, such as read-only memory (ROM).

[0104] The computer program instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the vehicle control method as shown in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0105] In conjunction with the vehicle control methods described in the above embodiments, this application provides a computer program product for implementation. When the instructions in this computer program product are executed by the processor of an electronic device, they implement any of the vehicle control methods described in the above embodiments.

[0106] The computer program products of the above embodiments are used to implement the vehicle control method shown in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0107] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0108] The functional blocks shown in the above-described block diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0109] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0110] The aspects of this application have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by dedicated hardware performing the specified functions or actions, or can be implemented by a combination of dedicated hardware and computer instructions.

[0111] The above description is merely a specific implementation of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, include: Obtain the maximum curvature of the lane in front of the vehicle, the front axle load of the vehicle, and the rear axle load of the vehicle; If the maximum curvature is greater than the curvature threshold, the required lateral force on the front axle and the required lateral force on the rear axle of the vehicle are determined based on the maximum curvature. Based on the front axle load and the required lateral force of the front axle, the upper limit of the longitudinal force of the front axle is determined, and based on the rear axle load and the required lateral force of the rear axle, the upper limit of the longitudinal force of the rear axle is determined. Based on the relationship between the requested longitudinal force of the front axle corresponding to the current torque allocated to the front axle and the upper limit of the longitudinal force of the front axle, and the relationship between the requested longitudinal force of the rear axle corresponding to the current torque allocated to the rear axle and the upper limit of the longitudinal force of the rear axle, the current torque allocated to the front axle and the current torque allocated to the rear axle are adjusted to obtain the torque allocated to the front axle and the torque allocated to the rear axle. Vehicle control is performed based on the front axle distributed torque and the rear axle distributed torque.

2. The method according to claim 1, characterized in that, The adjustment of the current front axle and rear axle torques based on the relationship between the requested longitudinal force of the front axle corresponding to the current front axle torque and the upper limit of the front axle longitudinal force, and the relationship between the requested longitudinal force of the rear axle corresponding to the current rear axle torque and the upper limit of the rear axle longitudinal force, to obtain the front axle torque and rear axle torque, includes: When the requested longitudinal force on the front axle is greater than the upper limit of the front axle longitudinal force, and the requested longitudinal force on the rear axle is less than or equal to the upper limit of the rear axle longitudinal force, the excess amount of the front axle longitudinal force and the margin of the rear axle longitudinal force are obtained. If the excess of the longitudinal force on the front axle is less than or equal to the margin of the longitudinal force on the rear axle, the first torque corresponding to the excess of the longitudinal force on the front axle is transferred from the front axle to the rear axle. The front axle allocated torque is determined based on the difference between the current front axle allocated torque and the first torque, and the rear axle allocated torque is determined based on the sum between the current rear axle allocated torque and the first torque.

3. The method according to claim 2, characterized in that, After obtaining the excess longitudinal force of the front axle and the margin of the longitudinal force of the rear axle, the method further includes: If the longitudinal force on the front axle exceeds the longitudinal force margin on the rear axle, a warning message is output to prompt the driver to slow down.

4. The method according to claim 1, characterized in that, The adjustment of the current front axle and rear axle torques based on the relationship between the requested longitudinal force of the front axle corresponding to the current front axle torque and the upper limit of the front axle longitudinal force, and the relationship between the requested longitudinal force of the rear axle corresponding to the current rear axle torque and the upper limit of the rear axle longitudinal force, to obtain the front axle torque and rear axle torque, includes: When the requested longitudinal force of the rear axle is greater than the upper limit of the rear axle longitudinal force, and the requested longitudinal force of the front axle is less than or equal to the upper limit of the front axle longitudinal force, the excess amount of the rear axle longitudinal force and the margin of the front axle longitudinal force are obtained. If the excess of the rear axle longitudinal force is less than or equal to the margin of the front axle longitudinal force, the second torque corresponding to the excess of the rear axle longitudinal force is transferred from the rear axle to the front axle. The rear axle allocated torque is determined based on the difference between the current allocated torque of the rear axle and the second torque, and the front axle allocated torque is determined based on the sum between the current allocated torque of the front axle and the second torque.

5. The method according to claim 4, characterized in that, After obtaining the excess longitudinal force of the rear axle and the margin of the longitudinal force of the front axle, the method further includes: If the longitudinal force on the rear axle exceeds the longitudinal force margin on the front axle, a warning message is output to prompt the driver to slow down.

6. The method according to claim 1, characterized in that, The front axle load and the rear axle load are determined based on a first vehicle speed. The adjustment of the current front axle load and the current rear axle load, based on the relationship between the requested longitudinal force of the front axle corresponding to the current front axle load and the upper limit of the front axle longitudinal force, and the relationship between the requested longitudinal force of the rear axle corresponding to the current rear axle load and the upper limit of the rear axle longitudinal force, to obtain the front axle load and the rear axle load, includes: If the requested longitudinal force on the front axle is greater than the upper limit of the front axle longitudinal force, and the requested longitudinal force on the rear axle is greater than the upper limit of the rear axle longitudinal force, a prompt message is output, which is used to prompt the driver to slow down; Obtain the second speed; If the second vehicle speed is less than the first vehicle speed, the front axle load and the rear axle load are re-determined based on the second vehicle speed, and the process of determining the upper limit of the front axle longitudinal force based on the front axle load and the required lateral force of the front axle, and determining the upper limit of the rear axle longitudinal force based on the rear axle load and the required lateral force of the rear axle, is repeated until the front axle distributed torque and the rear axle distributed torque are obtained.

7. The method according to any one of claims 1-6, characterized in that, The determination of the required lateral force on the front axle and the required lateral force on the rear axle of the vehicle based on the maximum curvature includes: Based on the maximum curvature, the first vehicle speed, and the mass of the vehicle, the required lateral force for the entire vehicle is determined. The front wheel steering angle of the vehicle is determined based on the maximum curvature; Based on the vehicle's required lateral force, the front wheel steering angle, the first distance between the vehicle's center of gravity and the front axle, and the second distance between the center of gravity and the rear axle, the required lateral force of the front axle and the required lateral force of the rear axle are determined.

8. A vehicle control device, characterized in that, The device includes: The acquisition module is used to acquire the maximum curvature of the lane in front of the vehicle, the front axle load of the vehicle, and the rear axle load of the vehicle. The determination module is used to determine the required lateral force on the front axle and the required lateral force on the rear axle of the vehicle based on the maximum curvature when the maximum curvature is greater than the curvature threshold. The determining module is further configured to determine the upper limit of the front axle longitudinal force based on the front axle load and the front axle required lateral force, and to determine the upper limit of the rear axle longitudinal force based on the rear axle load and the rear axle required lateral force. The torque adjustment module is used to adjust the current front axle torque and the current rear axle torque based on the relationship between the requested longitudinal force of the front axle corresponding to the current front axle torque and the upper limit of the front axle longitudinal force, and the relationship between the requested longitudinal force of the rear axle corresponding to the current rear axle torque and the upper limit of the rear axle longitudinal force, so as to obtain the front axle torque and the rear axle torque. The control module is used to control the vehicle based on the torque distributed to the front axle and the torque distributed to the rear axle.

9. A vehicle, characterized in that, The vehicle includes: a processor and a memory storing computer program instructions; When the processor executes the computer program instructions, it implements the vehicle control method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program instructions that, when executed by a processor, implement the vehicle control method as described in any one of claims 1-7.

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