Vehicle travel control method, device, and vehicle

Abstract

The application discloses a vehicle driving control method and device and a vehicle, and applies to the technical field of vehicle control. The method comprises the following steps: in the case that the real-time vehicle speed of a target vehicle is greater than or equal to a vehicle speed threshold, acquiring the real-time yaw angular velocity and the real-time center of mass side slip angle of the target vehicle at the real-time vehicle speed; determining the proportional integral differential control parameter of the target vehicle according to the real-time yaw angular velocity and the real-time center of mass side slip angle; determining the target longitudinal force difference value of the target vehicle according to the proportional integral differential control parameter; and performing driving control on the target vehicle according to the target longitudinal force difference value. The application fully considers the two key factors of the yaw angular velocity and the center of mass side slip angle of the vehicle, realizes the driving control of the target vehicle under lateral disturbance, can comprehensively reflect the actual driving condition of the vehicle under lateral disturbance, reduces the yaw influence of the vehicle caused by lateral disturbance, and further effectively improves the control precision of the vehicle under lateral disturbance.

Description

Technical Field

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

[0002] Lateral disturbances refer to the phenomenon where a vehicle deviates from its intended trajectory, exhibits lateral swaying, or becomes unstable due to unexpected lateral forces or moments during operation. Related technologies utilize the vehicle's sideslip angle to actively compensate for front wheel steering, thereby mitigating the impact of lateral disturbances on vehicle movement. However, these technologies only consider the sideslip angle, a single factor, which fails to comprehensively reflect the vehicle's actual driving conditions under lateral disturbances, resulting in low vehicle control precision. Summary of the Invention

[0003] This application provides a vehicle driving control method, device, and vehicle to mitigate the yaw effect of lateral disturbances, thereby effectively improving the control accuracy of the vehicle under lateral disturbances.

[0004] On one hand, embodiments of this application provide a vehicle driving control method, including the following steps: When the real-time speed of the target vehicle is greater than or equal to the speed threshold, the real-time yaw rate and real-time centroid sideslip angle of the target vehicle at the real-time speed are obtained. The proportional-integral-derivative control parameters of the target vehicle are determined based on the real-time yaw rate and the real-time center of gravity sideslip angle. The target longitudinal force difference value of the target vehicle is determined based on the proportional-integral-derivative control parameters. The target vehicle is controlled to drive based on the target longitudinal force difference.

[0005] Further, in one embodiment, the proportional-integral-derivative (PID) control parameters include a first control parameter; determining the PID control parameters of the target vehicle based on the real-time yaw rate and the real-time sideslip angle includes: The yaw rate error is determined based on the real-time yaw rate and the theoretical yaw rate. If the yaw rate error is greater than the first error, the first control parameter is determined based on the yaw rate error.

[0006] Further, in one embodiment, the first control parameter includes a first proportional control parameter, a first integral control parameter, and a first derivative control parameter; determining the first control parameter based on the yaw rate error includes: If the yaw rate error is greater than the first threshold, then the first proportional control parameter is determined according to the first initial proportional control parameter and the first adjustment parameter, the first integral control parameter is set to zero, and the first derivative control parameter is determined according to the first initial derivative control parameter and the third adjustment parameter. Alternatively, if the yaw rate error is less than or equal to the first threshold and the yaw rate error is greater than the second threshold, then the first initial proportional control parameter is determined as the first proportional control parameter, the first initial integral control parameter is determined as the first integral control parameter, and the first initial derivative control parameter is determined as the first derivative control parameter. Alternatively, if the yaw rate error is less than or equal to the second threshold and the yaw rate error is greater than the third threshold, then the first proportional control parameter is determined according to the first initial proportional control parameter and the first adjustment parameter, the first integral control parameter is determined according to the first initial integral control parameter and the second adjustment parameter, and the first derivative control parameter is determined according to the first initial derivative control parameter and the third adjustment parameter. Alternatively, if the yaw rate error is less than or equal to the third threshold, then the first proportional control parameter is determined based on the first initial proportional control parameter and the first adjustment parameter, the first integral control parameter is determined based on the first initial integral control parameter, the second adjustment parameter and the fourth adjustment parameter, and the first derivative control parameter is determined based on the first initial derivative control parameter and the third adjustment parameter.

[0007] Further, in one embodiment, the proportional-integral-derivative (PID) control parameters include a second control parameter; determining the PID control parameters of the target vehicle based on the real-time yaw rate and the real-time sideslip angle includes: The centroid sideslip angle error is determined based on the real-time centroid sideslip angle and the theoretical centroid sideslip angle. If the centroid side slip angle error is greater than the second error, the second control parameter is determined based on the centroid side slip angle error.

[0008] Further, in one embodiment, the second control parameter includes a second proportional control parameter, a second integral control parameter, and a second derivative control parameter; determining the second control parameter based on the centroid sideslip angle error includes: If the centroid side deflection angle error is greater than the fourth threshold, then the second proportional control parameter is determined according to the second initial proportional control parameter and the fifth adjustment parameter, the second integral control parameter is set to zero, and the second derivative control parameter is determined according to the second initial derivative control parameter and the seventh adjustment parameter. Alternatively, if the centroid side slip angle error is less than or equal to the fourth threshold and the centroid side slip angle error is greater than the fifth threshold, then the second initial proportional control parameter is determined as the second proportional control parameter, the second initial integral control parameter is determined as the second integral control parameter, and the second initial derivative control parameter is determined as the second derivative control parameter. Alternatively, if the centroid sideslip angle error is less than or equal to the fifth threshold and the centroid sideslip angle error is greater than the sixth threshold, then the second proportional control parameter is determined according to the second initial proportional control parameter and the fifth adjustment parameter, the second integral control parameter is determined according to the second initial integral control parameter and the sixth adjustment parameter, and the second derivative control parameter is determined according to the second initial derivative control parameter and the seventh adjustment parameter. Alternatively, if the centroid side slip angle error is less than or equal to the sixth threshold, then the second proportional control parameter is determined according to the second initial proportional control parameter and the fifth adjustment parameter, the second integral control parameter is determined according to the second initial integral control parameter, the sixth adjustment parameter and the eighth adjustment parameter, and the second derivative control parameter is determined according to the second initial derivative control parameter and the seventh adjustment parameter.

[0009] Further, in one embodiment, the proportional-integral-derivative (PID) control parameters include a first control parameter and a second control parameter; determining the target longitudinal force difference value of the target vehicle based on the PID control parameters includes: Based on the first control parameter, determine the first longitudinal force difference value of the target vehicle; The second longitudinal force difference value of the target vehicle is determined based on the second control parameter; The first longitudinal force difference value and the second longitudinal force difference value are integrated to obtain the target longitudinal force difference value.

[0010] Further, in one embodiment, the process of integrating the first longitudinal force difference value and the second longitudinal force difference value to obtain the target longitudinal force difference value includes: The target longitudinal force difference is obtained by weighted summation of the first longitudinal force difference and the second longitudinal force difference.

[0011] Further, in one embodiment, controlling the target vehicle based on the target longitudinal force difference includes: Based on the target longitudinal force difference, torque compensation adjustments are made to the left-wheel drive motor and right-wheel drive motor of the target vehicle.

[0012] On the other hand, embodiments of this application provide a vehicle driving control device, including: The first processing module is used to obtain the real-time yaw rate and real-time centroid sideslip angle of the target vehicle at the real-time vehicle speed when the real-time vehicle speed of the target vehicle is greater than or equal to the vehicle speed threshold. The second processing module is used to determine the proportional-integral-derivative control parameters of the target vehicle based on the real-time yaw rate and the real-time center-of-gravity sideslip angle. The third processing module is used to determine the target longitudinal force difference value of the target vehicle based on the proportional-integral-derivative control parameters. The fourth processing module is used to control the driving of the target vehicle based on the target longitudinal force difference value.

[0013] In another aspect, embodiments of this application provide a vehicle, including: At least one processor; At least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the vehicle driving control method described above.

[0014] According to the vehicle driving control method, device, and vehicle provided in the embodiments of this application, when the real-time vehicle speed of the target vehicle is greater than or equal to a vehicle speed threshold, the real-time yaw rate and real-time sideslip angle of the target vehicle at the real-time vehicle speed are obtained; based on the real-time yaw rate and real-time sideslip angle, proportional-integral-derivative (PID) control parameters of the target vehicle are determined; based on the PID control parameters, the target longitudinal force difference value of the target vehicle is determined; and based on the target longitudinal force difference value, driving control of the target vehicle is performed. According to the technical solution of the embodiments of this application, by fully considering the two key factors of the vehicle's yaw rate and sideslip angle, driving control of the target vehicle under lateral disturbances is achieved. This can comprehensively reflect the actual driving condition of the vehicle under lateral disturbances, reduce the yaw effect caused by lateral disturbances, and thus effectively improve the control accuracy of the vehicle under lateral disturbances. Attached Figure Description

[0015] Figure 1 This is a flowchart of a vehicle driving control method provided in this application; Figure 2 This is a schematic diagram of a vehicle driving control method provided in this application; Figure 3 This is a structural diagram of a vehicle driving control device provided in this application; Figure 4 This is an example image of a vehicle provided in this application. Detailed Implementation

[0016] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0017] The present application will be further described below with reference to the accompanying drawings and specific embodiments. The described embodiments should not be considered as limitations on the present application, and all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of the present application.

[0018] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0019] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0020] Lateral disturbances refer to the phenomenon where a vehicle deviates from its intended trajectory, exhibits lateral swaying, or becomes unstable when subjected to unexpected lateral forces or moments during operation. These disturbances impair vehicle stability, increase driving difficulty, and are a significant factor affecting driving safety. For example, vehicles traveling at high speeds are easily affected by lateral airflow when crossing bridges, entering or exiting tunnels, or overtaking or passing other vehicles, resulting in significant yaw, skidding, lane departure, or even rollover. This phenomenon falls under the category of lateral disturbances.

[0021] In related technologies, the vehicle's center of gravity sideslip angle is used to actively compensate for the vehicle's wheels, thereby mitigating the impact of lateral disturbances on vehicle driving. However, these technologies only consider the single factor of the center of gravity sideslip angle, which cannot fully reflect the actual driving conditions of the vehicle under lateral disturbances, resulting in low vehicle control accuracy.

[0022] In view of this, the embodiments of this application provide a vehicle driving control method, device and vehicle, which belong to the lateral disturbance compensation strategy, aiming to reduce the yaw effect of vehicle caused by lateral disturbance, thereby effectively improving the control accuracy of vehicle under lateral disturbance.

[0023] First, the implementation steps of the vehicle driving control method provided in this application will be described in detail below with reference to the accompanying drawings.

[0024] This application provides a vehicle driving control method that can be applied to a terminal, a server, or software running on either a terminal or a server. The terminal can be a tablet, laptop, desktop computer, etc., but is not limited to these. The server can be a standalone physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks (CDNs), and big data and artificial intelligence platforms. Furthermore, the server can be a node server in a blockchain network, but is not limited to these. Blockchain is a new application model of computer technologies such as distributed data storage, peer-to-peer transmission, consensus mechanisms, and encryption algorithms.

[0025] Reference Figure 1 , Figure 1 This is a flowchart of a vehicle driving control method provided in this application, which may include the following steps S101-S104.

[0026] S101, when the real-time vehicle speed of the target vehicle is greater than or equal to the vehicle speed threshold, obtain the real-time yaw rate and real-time centroid sideslip angle of the target vehicle at the real-time vehicle speed.

[0027] It should be noted that the target vehicle refers to a vehicle to which the vehicle driving control method provided in this application is applicable.

[0028] In this step, while the target vehicle is in motion, its real-time speed is monitored to ensure it is greater than or equal to a speed threshold. If so, the target vehicle is traveling at high speed and is highly likely to be affected by lateral disturbances. In this case, the lateral disturbance compensation strategy can be implemented. The real-time yaw rate and real-time sideslip angle of the target vehicle at its real-time speed are then acquired to facilitate lateral disturbance compensation in subsequent steps. If not, the target vehicle is not traveling at high speed and is unlikely to be affected by lateral disturbances. The lateral disturbance compensation strategy cannot be implemented, and the process returns to the step of continuously monitoring the target vehicle's real-time speed to ensure it is greater than or equal to the speed threshold, thus achieving a cyclical monitoring process.

[0029] Optionally, the vehicle speed threshold can be set according to actual conditions, and this application embodiment does not specifically limit it. For example, the vehicle speed threshold can be 60km / h, but it is not limited to this.

[0030] S102 determines the proportional-integral-derivative control parameters of the target vehicle based on the real-time yaw rate and the real-time center of gravity sideslip angle.

[0031] It should be noted that proportional-integral-derivative (PID) control parameters refer to the control parameters of a proportional-integral-derivative (PID) controller.

[0032] In this step, taking into full account the real-time yaw rate and the real-time sideslip angle, the proportional-integral-derivative control parameters of the target vehicle are determined so that they can be used as a benchmark to determine the relevant control parameters of the target vehicle in subsequent steps.

[0033] S103 determines the target longitudinal force difference of the target vehicle based on the proportional-integral-derivative control parameters.

[0034] It should be noted that the target longitudinal force difference represents the difference between the longitudinal forces of the left and right wheels of the target vehicle, for example, it is the difference between the longitudinal forces of the left wheel and the right wheel, but it is not limited to this.

[0035] In this step, the target longitudinal force difference is calculated using the proportional-integral-derivative (PID) control parameters, so that the vehicle can be controlled based on this in subsequent steps.

[0036] S104, based on the target longitudinal force difference, performs driving control on the target vehicle.

[0037] In this step, the target longitudinal force difference is used as the control parameter of the target vehicle, thereby realizing the driving control of the target vehicle under lateral disturbance.

[0038] In summary, this application embodiment, by fully considering the two key factors of the vehicle's yaw rate and sideslip angle, determines the proportional-integral-derivative control parameters of the vehicle and further calculates the target longitudinal force difference value of the vehicle. Based on this, the vehicle's driving control under lateral disturbances is achieved. This can comprehensively reflect the actual driving condition of the vehicle under lateral disturbances, reduce the yaw effect caused by lateral disturbances, and thus effectively improve the control accuracy of the vehicle under lateral disturbances.

[0039] The steps described above will be explained in further detail below.

[0040] In some embodiments, the proportional-integral-derivative (PID) control parameters may include a first control parameter; in step S102, determining the PID control parameters of the target vehicle based on the real-time yaw rate and the real-time sideslip angle may include: The yaw rate error is determined based on the real-time yaw rate and the theoretical yaw rate. If the yaw rate error is greater than the first error, the first control parameter is determined based on the yaw rate error.

[0041] It should be noted that actual yaw rate refers to the yaw rate of the actual vehicle model of the target vehicle, while theoretical yaw rate refers to the yaw rate of the ideal vehicle model of the target vehicle. Simply put, actual yaw rate is a real-time value, while theoretical yaw rate is a theoretically calibrated value.

[0042] In this embodiment, firstly, the yaw rate error is determined based on the real-time yaw rate and the theoretical yaw rate. This error indicates the difference between the real-time yaw rate and the theoretical yaw rate. For example, the absolute value of the difference between the real-time yaw rate and the theoretical yaw rate can be used as the yaw rate error, but it is not limited to this. Then, it is determined whether the yaw rate error is greater than a first error. If it is, it indicates that the lateral disturbance has a significant impact on the yaw rate. In this case, the proportional-integral-derivative (PID) control parameter associated with the yaw rate, i.e., the first control parameter, is further determined based on the yaw rate error. If it is not, it indicates that the lateral disturbance has not caused a significant impact on the yaw rate. In this case, the process can return to the step of determining the yaw rate error based on the real-time yaw rate and the theoretical yaw rate to achieve cyclic detection. In this way, the PID control parameter associated with the yaw rate can be accurately determined, thereby helping to improve the control accuracy of the vehicle under lateral disturbances.

[0043] Optionally, the first error can be set according to the actual situation, and this embodiment does not specifically limit it.

[0044] In some embodiments, the first control parameter may include a first proportional control parameter, a first integral control parameter, and a first derivative control parameter; determining the first control parameter based on the yaw rate error may include: If the yaw rate error is greater than the first threshold, then the first proportional control parameter is determined according to the first initial proportional control parameter and the first adjustment parameter, the first integral control parameter is set to zero, and the first derivative control parameter is determined according to the first initial derivative control parameter and the third adjustment parameter. Alternatively, if the yaw rate error is less than or equal to the first threshold and the yaw rate error is greater than the second threshold, then the first initial proportional control parameter is determined as the first proportional control parameter, the first initial integral control parameter is determined as the first integral control parameter, and the first initial derivative control parameter is determined as the first derivative control parameter. Alternatively, if the yaw rate error is less than or equal to the second threshold and the yaw rate error is greater than the third threshold, then the first proportional control parameter is determined according to the first initial proportional control parameter and the first adjustment parameter, the first integral control parameter is determined according to the first initial integral control parameter and the second adjustment parameter, and the first derivative control parameter is determined according to the first initial derivative control parameter and the third adjustment parameter. Alternatively, if the yaw rate error is less than or equal to the third threshold, then the first proportional control parameter is determined based on the first initial proportional control parameter and the first adjustment parameter, the first integral control parameter is determined based on the first initial integral control parameter, the second adjustment parameter and the fourth adjustment parameter, and the first derivative control parameter is determined based on the first initial derivative control parameter and the third adjustment parameter.

[0045] In this embodiment, when determining the proportional-integral-derivative (PID) control parameters associated with the yaw rate, a large error range and three small error ranges are pre-set. The large error range is the range greater than a first threshold, and the three small error ranges are respectively less than or equal to the first threshold and greater than a second threshold, less than or equal to the second threshold and greater than a third threshold, and less than or equal to the third threshold. The relationship between the first, second, and third thresholds can be flexibly set according to actual conditions; for example, the first threshold could be twice the second threshold, and the second threshold could be twice the third threshold, but this is not a limitation.

[0046] Simultaneously, a first initial proportional control parameter, a first initial integral control parameter, and a first initial derivative control parameter associated with the yaw rate are pre-acquired; these parameters are all initial values ​​for the proportional-integral-derivative (PID) controller. Furthermore, a first adjustment parameter, a second adjustment parameter, a third adjustment parameter, and a fourth adjustment parameter are pre-set; these parameters are all pre-set values. Optionally, the fourth adjustment parameter is smaller than the second adjustment parameter.

[0047] Based on this, the implementation process is as follows: If the yaw rate error is greater than the first threshold, the ratio of the first initial proportional control parameter to the first adjustment parameter is used as the first proportional control parameter, the first integral control parameter is set to zero, and the ratio of the first initial derivative control parameter to the third adjustment parameter is used as the first derivative control parameter.

[0048] Here, in the large error range, the proportional and derivative parameters are increased while the integral parameter is turned off: increasing the proportional parameter can speed up the vehicle's response to lateral disturbances, allowing the vehicle to quickly approach the desired yaw rate even with a large error; increasing the derivative parameter can suppress the risk of overshoot caused by the increase in the proportional parameter, preventing the vehicle from swaying excessively due to rapid correction; when the error is large, integral accumulation can cause the vehicle to still output excessive torque when the error decreases, and turning off the integral parameter can prevent integral saturation.

[0049] If the yaw rate error is less than or equal to the first threshold and the yaw rate error is greater than the second threshold, then the first initial proportional control parameter is determined as the first proportional control parameter, the first initial integral control parameter is determined as the first integral control parameter, and the first initial derivative control parameter is determined as the first derivative control parameter.

[0050] Here, in the first small error interval (medium error), the initial control parameters are used. These parameters are calibrated optimal values ​​that can balance the vehicle's response speed and stability to lateral disturbances.

[0051] If the yaw rate error is less than or equal to the second threshold and the yaw rate error is greater than the third threshold, then the ratio of the first initial proportional control parameter to the first adjustment parameter is used as the first proportional control parameter, the ratio of the first initial integral control parameter to the second adjustment parameter is used as the first integral control parameter, and the product of the first initial derivative control parameter and the third adjustment parameter is used as the first derivative control parameter.

[0052] Here, in the second small error interval (small error), the proportional and integral parameters are increased while the derivative parameter is decreased: increasing the proportional parameter can speed up the vehicle's response to lateral disturbances, allowing the vehicle to quickly approach the desired yaw rate even with a large error; increasing the integral parameter can eliminate steady-state errors and quickly smooth out small deviations; the derivative parameter is highly sensitive to small errors, and decreasing the derivative parameter can reduce the risk of vehicle body vibration caused by small disturbances.

[0053] If the yaw rate error is less than or equal to the third threshold, then the square of the first adjustment parameter is calculated as the first intermediate parameter, the square of the second adjustment parameter is calculated as the second intermediate parameter, the product of the fourth adjustment parameter and the first initial integral control parameter is calculated as the third intermediate parameter, and the square of the third adjustment parameter is calculated as the fourth intermediate parameter; the ratio of the first initial proportional control parameter to the first intermediate parameter is used as the first proportional control parameter, the ratio of the third intermediate parameter to the second intermediate parameter is used as the first integral control parameter, and the product of the fourth intermediate parameter and the first initial derivative control parameter is used as the first derivative control parameter.

[0054] Here, in the third small error interval (minimal error), the proportional and integral parameters are further amplified while the differential parameter is minimized: further amplifying the proportional and integral parameters makes the vehicle more sensitive to extremely small errors (such as lateral airflow disturbances) and responds quickly to yaw rate; minimizing the differential parameter makes the differential parameter almost ineffective, reducing the differential effect to a minimum and preventing the vehicle from lateral oscillation due to oversensitivity.

[0055] The above process covers scenarios ranging from sudden large lateral disturbances to small, persistent lateral disturbances, comprehensively reflecting the vehicle's actual yaw rate under lateral disturbances, thereby effectively improving the accuracy of the first control parameter. For ease of understanding, the above process can be represented as Table 1. Wherein, Indicates the yaw rate error. Indicates the first threshold. This represents the second threshold. This represents the third threshold. This represents the first proportional control parameter. This represents the first integral control parameter. This represents the first differential control parameter. This represents the first initial proportional control parameter. This represents the first initial integral control parameter. This represents the first initial differential control parameter. This indicates the first adjustment parameter. This indicates the second adjustment parameter. This indicates the third adjustment parameter. This indicates the fourth adjustment parameter.

[0056] Table 1: Rules for the Variation of Proportional-Integral-Derivative Control Parameters for Yaw Rate

[0057] In some embodiments, the proportional-integral-derivative (PID) control parameters may include a second control parameter; in step S102, determining the PID control parameters of the target vehicle based on the real-time yaw rate and the real-time sideslip angle may include: The error of the centroid sideslip angle is determined based on the real-time centroid sideslip angle and the theoretical centroid sideslip angle. If the centroid sideslip angle error is greater than the second error, the second control parameter is determined based on the centroid sideslip angle error.

[0058] It should be noted that the actual sideslip angle refers to the sideslip angle of the actual vehicle model of the target vehicle, while the theoretical sideslip angle refers to the sideslip angle of the ideal vehicle model of the target vehicle. Simply put, the actual sideslip angle is a real-time value, while the theoretical sideslip angle is a theoretically calibrated value.

[0059] In this embodiment, firstly, the sideslip angle error is determined based on the real-time and theoretical sideslip angles. This error indicates the difference between the real-time and theoretical sideslip angles. For example, the absolute value of the difference between the real-time and theoretical sideslip angles can be used as the sideslip angle error, but this is not a limitation. Then, it is determined whether the sideslip angle error is greater than a second error. If so, it indicates that the lateral disturbance significantly affects the sideslip angle. In this case, the sideslip angle error is used as a benchmark to further determine the proportional-integral-derivative (PID) control parameters associated with the sideslip angle, i.e., the second control parameters. If not, it indicates that the lateral disturbance has not significantly affected the sideslip angle. In this case, the process can return to the step of determining the sideslip angle error based on the real-time and theoretical sideslip angles to achieve cyclic detection. In this way, the PID control parameters associated with the sideslip angle can be accurately determined, thereby helping to improve the vehicle's control accuracy under lateral disturbances.

[0060] In some embodiments, the second control parameter may include a second proportional control parameter, a second integral control parameter, and a second derivative control parameter; determining the second control parameter based on the centroid sideslip angle error may include: If the centroid side slip angle error is greater than the fourth threshold, then the second proportional control parameter is determined according to the second initial proportional control parameter and the fifth adjustment parameter, the second integral control parameter is set to zero, and the second derivative control parameter is determined according to the second initial derivative control parameter and the seventh adjustment parameter. Alternatively, if the centroid sideslip angle error is less than or equal to the fourth threshold and the centroid sideslip angle error is greater than the fifth threshold, then the second initial proportional control parameter is determined as the second proportional control parameter, the second initial integral control parameter is determined as the second integral control parameter, and the second initial derivative control parameter is determined as the second derivative control parameter. Alternatively, if the centroid sideslip angle error is less than or equal to the fifth threshold and the centroid sideslip angle error is greater than the sixth threshold, then the second proportional control parameter is determined according to the second initial proportional control parameter and the fifth adjustment parameter, the second integral control parameter is determined according to the second initial integral control parameter and the sixth adjustment parameter, and the second derivative control parameter is determined according to the second initial derivative control parameter and the seventh adjustment parameter. Alternatively, if the centroid sideslip angle error is less than or equal to the sixth threshold, then the second proportional control parameter is determined based on the second initial proportional control parameter and the fifth adjustment parameter, the second integral control parameter is determined based on the second initial integral control parameter, the sixth adjustment parameter and the eighth adjustment parameter, and the second derivative control parameter is determined based on the second initial derivative control parameter and the seventh adjustment parameter.

[0061] In this embodiment, when determining the proportional-integral-derivative (PID) control parameters associated with the centroid sideslip angle, a large error interval and three small error intervals are pre-set. The large error interval is the interval greater than a fourth threshold, and the three small error intervals are less than or equal to the fourth threshold but greater than a fifth threshold, less than or equal to the fifth threshold but greater than a sixth threshold, and less than or equal to the sixth threshold, respectively. The relationship between the fourth, fifth, and sixth thresholds can be flexibly set according to actual conditions; for example, the fourth threshold could be twice the fifth threshold, and the fifth threshold could be twice the sixth threshold, but this is not a limitation.

[0062] Simultaneously, a second initial proportional control parameter, a second initial integral control parameter, and a second initial derivative control parameter associated with the sideslip angle are pre-acquired; these parameters are all initial values ​​for the proportional-integral-derivative (PID) controller. Furthermore, a fifth, sixth, seventh, and eighth adjustment parameter are pre-set; these parameters are all pre-set values. Optionally, the eighth adjustment parameter is smaller than the sixth adjustment parameter.

[0063] Based on this, the implementation process is as follows: If the centroid side slip angle error is greater than the fourth threshold, then the ratio of the second initial proportional control parameter to the fifth adjustment parameter is used as the second proportional control parameter, the second integral control parameter is set to zero, and the ratio of the second initial derivative control parameter to the seventh adjustment parameter is used as the second derivative control parameter.

[0064] Here, in the large error range, the proportional and derivative parameters are increased while the integral parameter is turned off: increasing the proportional parameter can speed up the vehicle's response to lateral disturbances, allowing the vehicle to quickly approach the desired centroid sideslip angle even with a large error; increasing the derivative parameter can suppress the risk of overshoot caused by the increase in the proportional parameter, preventing the vehicle from excessively swaying due to rapid correction; when the error is large, integral accumulation can cause the vehicle to still output excessive torque when the error decreases, and turning off the integral parameter can prevent integral saturation.

[0065] If the centroid sideslip angle error is less than or equal to the fourth threshold and the centroid sideslip angle error is greater than the fifth threshold, then the second initial proportional control parameter is determined as the second proportional control parameter, the second initial integral control parameter is determined as the second integral control parameter, and the second initial derivative control parameter is determined as the second derivative control parameter.

[0066] Here, in the first small error interval (medium error), the initial control parameters are used. These parameters are calibrated optimal values ​​that can balance the vehicle's response speed and stability to lateral disturbances.

[0067] If the centroid sideslip angle error is less than or equal to the fifth threshold and the centroid sideslip angle error is greater than the sixth threshold, then the ratio of the second initial proportional control parameter to the fifth adjustment parameter is used as the second proportional control parameter, the ratio of the second initial integral control parameter to the sixth adjustment parameter is used as the second integral control parameter, and the product of the second initial derivative control parameter and the seventh adjustment parameter is used as the second derivative control parameter.

[0068] Here, in the second small error interval (small error), the proportional and integral parameters are increased while the derivative parameter is decreased: increasing the proportional parameter can speed up the vehicle's response to lateral disturbances, allowing the vehicle to quickly approach the desired centroid sideslip angle even with a large error; increasing the integral parameter can eliminate steady-state errors and quickly smooth out small deviations; the derivative parameter is highly sensitive to small errors, and decreasing the derivative parameter can reduce the risk of vehicle body vibration caused by small disturbances.

[0069] If the centroid sideslip angle error is less than or equal to the sixth threshold, then the square of the fifth adjustment parameter is calculated as the fifth intermediate parameter, the square of the sixth adjustment parameter is calculated as the sixth intermediate parameter, the product of the eighth adjustment parameter and the second initial integral control parameter is calculated as the seventh intermediate parameter, and the square of the seventh adjustment parameter is calculated as the eighth intermediate parameter; the ratio of the second initial proportional control parameter to the fifth intermediate parameter is used as the second proportional control parameter, the ratio of the seventh intermediate parameter to the sixth intermediate parameter is used as the second integral control parameter, and the product of the eighth intermediate parameter and the second initial derivative control parameter is used as the second derivative control parameter.

[0070] Here, in the third small error interval (minimal error), the proportional and integral parameters are further amplified while the differential parameter is minimized: further amplifying the proportional and integral parameters makes the vehicle more sensitive to extremely small errors (such as lateral airflow disturbances) and responds quickly to the centroid sideslip angle; minimizing the differential parameter makes the differential parameter almost ineffective, reducing the differential effect to a minimum and preventing the vehicle from lateral oscillation due to oversensitivity.

[0071] The above process covers scenarios ranging from sudden large lateral disturbances to small, persistent lateral disturbances, comprehensively reflecting the vehicle's actual yaw rate under lateral disturbances, thereby effectively improving the accuracy of the second control parameter. For ease of understanding, the above process can be represented as Table 2. Wherein, This indicates the error in the centroid sideslip angle. This represents the fourth threshold. This represents the fifth threshold. This represents the sixth threshold. This represents the second proportional control parameter. This represents the second integral control parameter. This represents the second differential control parameter. This represents the second initial proportional control parameter. This represents the second initial integral control parameter. This represents the second initial differential control parameter. This indicates the fifth adjustment parameter. This indicates the sixth adjustment parameter. This indicates the seventh adjustment parameter. This indicates the eighth adjustment parameter.

[0072] Table 2: Rules for the variation of proportional-integral-derivative control parameters for the centroid sideslip angle

[0073] It should be noted that the first and fourth thresholds can be the same or different, as can the second and fifth thresholds, and the third and sixth thresholds. Furthermore, the first and second initial proportional control parameters can be the same or different, as can the first and second initial integral control parameters, and the first and second initial derivative control parameters. Similarly, the first and fifth adjustment parameters can be the same or different, as can the second and sixth adjustment parameters, the third and seventh adjustment parameters, and the fourth and eighth adjustment parameters.

[0074] In some embodiments, the proportional-integral-derivative (PID) control parameters may include a first control parameter and a second control parameter; in step S103, determining the target longitudinal force difference value of the target vehicle based on the PID control parameters may include: Based on the first control parameters, determine the first longitudinal force difference value of the target vehicle; The second longitudinal force difference value of the target vehicle is determined based on the second control parameter; The first longitudinal force difference and the second longitudinal force difference are integrated to obtain the target longitudinal force difference.

[0075] In this embodiment, the first control parameter is input into the proportional-integral (PI) controller to calculate the first longitudinal force difference value of the target vehicle. Simultaneously, the second control parameter is input into the PI controller to calculate the second longitudinal force difference value of the target vehicle. It is understood that both the first and second longitudinal force difference values ​​indicate the difference between the longitudinal forces of the left and right wheels of the target vehicle. The difference lies in that the first longitudinal force difference value is obtained by fully considering the yaw rate, while the second longitudinal force difference value is obtained by fully considering the sideslip angle. Subsequently, the first and second longitudinal force difference values ​​are integrated into the target longitudinal force difference value. Thus, by determining the difference between the longitudinal forces of the left and right wheels of the target vehicle while fully considering the yaw rate and sideslip angle, the accuracy of the vehicle's longitudinal force difference value can be effectively improved, thereby contributing to improved vehicle control accuracy under lateral disturbances.

[0076] In some implementations, the above-described integration of the first longitudinal force difference value and the second longitudinal force difference value to obtain the target longitudinal force difference value may include: The target longitudinal force difference is obtained by weighted summation of the first longitudinal force difference and the second longitudinal force difference.

[0077] In this embodiment, corresponding weight values ​​are assigned to the first longitudinal force difference and the second longitudinal force difference, respectively. The higher the weight value, the greater the importance of the longitudinal force difference, and vice versa. Subsequently, the first longitudinal force difference and the second longitudinal force difference are weighted and summed to obtain the target longitudinal force difference. In this way, by balancing the importance of the longitudinal force difference obtained from the yaw rate and the longitudinal force difference obtained from the sideslip angle relative to vehicle control, the difference between the longitudinal forces of the left and right wheels of the target vehicle can be determined, effectively improving the accuracy of the vehicle's longitudinal force difference.

[0078] In some implementations, step S104 above, controlling the target vehicle based on the target longitudinal force difference, may include: Based on the target longitudinal force difference, torque compensation adjustments are made to the left-wheel drive motor and right-wheel drive motor of the target vehicle.

[0079] In this embodiment, based on the longitudinal force difference between the left and right wheels, torque compensation adjustment is performed on the left-wheel drive motor and the right-wheel drive motor to counteract lateral disturbances affecting the vehicle and improve the vehicle's control accuracy under lateral disturbances. Specifically, for longitudinal force control, only the difference in the resultant longitudinal force between the left and right wheels is controlled, with clockwise being positive and counterclockwise being negative. Based on this, the left-wheel drive motor and the right-wheel drive motor are subjected to four-motor vector control according to the direction and magnitude of the target longitudinal force difference, thereby achieving torque compensation adjustment and completing the control of the target vehicle under lateral disturbances. It should be understood that vector control is prior art and will not be elaborated further.

[0080] The following will use an application scenario as an example to illustrate the principle of the embodiments of this application. (Refer to...) Figure 2 In this application scenario, the lateral disturbance is caused by crosswinds, and the target vehicle is traveling on a bridge. The specific control process is as follows: S201, determine whether the real-time speed of the target vehicle is greater than or equal to 60km / h; if yes, proceed to step S202; if no, repeat step S201.

[0081] S202, obtain the real-time yaw rate and real-time sideslip angle of the target vehicle at the real-time vehicle speed.

[0082] S203, calculate the absolute value of the difference between the real-time yaw rate and the theoretical yaw rate as the yaw rate error, and calculate the absolute value of the difference between the real-time centroid sideslip angle and the theoretical centroid sideslip angle as the centroid sideslip angle error.

[0083] S204, when the yaw rate error is greater than the first error, the first proportional control parameter, the first integral control parameter, and the first derivative control parameter are determined as the first control parameters according to the rules in Table 1 above and the yaw rate error; at the same time, when the center of mass sideslip angle error is greater than the second error, the second proportional control parameter, the second integral control parameter, and the second derivative control parameter are determined as the second control parameters according to the rules in Table 2 above and the center of mass sideslip angle error.

[0084] S205, the first control parameter is input into the proportional-integral controller to calculate the first longitudinal force difference value of the target vehicle. Simultaneously, the second control parameter is input into the proportional-integral controller to calculate the second longitudinal force difference value of the target vehicle. The first and second longitudinal force differences are then weighted and summed to obtain the target longitudinal force difference value.

[0085] S206, based on the target longitudinal force difference, performs torque compensation adjustment on the left-wheel drive motor and the right-wheel drive motor.

[0086] In addition, refer to Figure 3 This application provides a vehicle driving control device, which may include: The first processing module 301 is used to obtain the real-time yaw rate and real-time centroid sideslip angle of the target vehicle at the real-time speed when the real-time speed of the target vehicle is greater than or equal to the speed threshold. The second processing module 302 is used to determine the proportional-integral-derivative control parameters of the target vehicle based on the real-time yaw rate and the real-time center of gravity sideslip angle. The third processing module 303 is used to determine the target longitudinal force difference value of the target vehicle based on the proportional-integral-derivative control parameters. The fourth processing module 304 is used to control the driving of the target vehicle based on the target longitudinal force difference.

[0087] The content of the above method embodiments is applicable to the device embodiments. The specific functions implemented by the device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0088] Finally, refer to Figure 4 This application provides a vehicle that may include: At least one processor 401; At least one memory 402 is used to store at least one program; When at least one program is executed by at least one processor 401, the at least one processor 401 implements the vehicle driving control method described above.

[0089] The aforementioned vehicles can be private cars, such as sedans, sport utility vehicles (SUVs), multi-purpose vehicles (MPVs), or pickup trucks, or commercial vehicles, such as vans, buses, small trucks, or large trailers, or gasoline vehicles or new energy vehicles such as hybrid or pure electric vehicles.

[0090] The aforementioned memory 402, as a non-transitory network system, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory 402 may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory 402 may optionally include memory 402 remotely located relative to processor 401, and these remote memories 402 can be connected to processor 401 via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0091] The aforementioned memory 402 can be implemented as a read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). Memory 402 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in memory 402 and called by processor 401 to execute the methods of the embodiments of this application.

[0092] The processor 401 described above can be implemented using a general-purpose central processing unit (CPU), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application.

[0093] In some embodiments, the vehicle may further include: Input / output interfaces are used to implement information input and output; The communication interface is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.). The bus transmits information between various components of the device (such as processor 401, memory 402, input / output interface and communication interface); The processor 401, memory 402, input / output interface, and communication interface can communicate with each other within the device via a bus.

[0094] The content of the above method embodiments is applicable to this vehicle embodiment. The specific functions implemented in this vehicle embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0095] In summary, on the one hand, the embodiments of this application employ a flexible proportional-integral-derivative (PID) feedforward control approach, which simplifies the control strategy and improves the vehicle's response speed to lateral disturbances. On the other hand, the embodiments of this application utilize four-motor vector control to cancel lateral disturbances. Furthermore, the embodiments of this application employ a weighted allocation approach, which allows different vehicle response parameters (such as sideslip angle and yaw rate) to offset the proportion of lateral disturbances. Thus, the control accuracy of the vehicle under lateral disturbances can be effectively improved.

[0096] In some alternative embodiments, the functions / operations mentioned in the block diagrams may not occur in the order shown in the operation diagrams. For example, depending on the functions / operations involved, two consecutively shown blocks may actually be executed substantially simultaneously, or the blocks may sometimes be executed in reverse order. Furthermore, the embodiments presented and described in the flowcharts of this application are provided by way of example to provide a more comprehensive understanding of the technology. The disclosed methods are not limited to the operations and logic flows presented herein. Alternative embodiments are contemplated in which the order of various operations is changed and sub-operations described as part of a larger operation are executed independently.

[0097] Furthermore, although this application is described in the context of functional modules, it should be understood that, unless otherwise stated to the contrary, one or more of the functions and / or features may be integrated into a single physical device and / or software module, or one or more functions and / or features may be implemented in a separate physical device or software module. It is also understood that a detailed discussion of the actual implementation of each module is unnecessary for understanding this application. Rather, given the properties, functions, and internal relationships of the various functional modules in the apparatus disclosed herein, the actual implementation of the module will be understood within the scope of conventional technology for an engineer. Therefore, those skilled in the art can implement the application set forth in the claims using ordinary techniques without excessive experimentation. It is also understood that the specific concepts disclosed are merely illustrative and not intended to limit the scope of this application, which is determined by the full scope of the appended claims and their equivalents.

[0098] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several programs to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0099] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequential list of executable programs for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, a program execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can retrieve and execute a program from or in conjunction with such a program execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can mean any means that can contain, store, communicate, propagate, or transmit a program for use by or in conjunction with a program execution system, apparatus, or device.

[0100] More specific examples of computer-readable media (a non-exhaustive list) include: electrical connections (electronic devices) having one or more wires, portable computer disk drives (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which the program can be printed, because the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.

[0101] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable program execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0102] In the foregoing description of this specification, the references to terms such as "one embodiment," "another embodiment," or "some embodiments," etc., indicate that a specific feature, structure, material, or characteristic described in connection with an embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0103] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

[0104] The above is a detailed description of the preferred embodiments of this application, but this application is not limited to the embodiments described. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of this application, and these equivalent modifications or substitutions are all included within the scope defined by the claims of this application.

Claims

1. A vehicle driving control method, characterized in that, Includes the following steps: When the real-time speed of the target vehicle is greater than or equal to the speed threshold, the real-time yaw rate and real-time centroid sideslip angle of the target vehicle at the real-time speed are obtained. The proportional-integral-derivative control parameters of the target vehicle are determined based on the real-time yaw rate and the real-time center of gravity sideslip angle. The target longitudinal force difference value of the target vehicle is determined based on the proportional-integral-derivative control parameters. The target vehicle is controlled to drive based on the target longitudinal force difference.

2. The method according to claim 1, characterized in that, The proportional-integral-derivative (PID) control parameters include a first control parameter; determining the PPD parameters of the target vehicle based on the real-time yaw rate and the real-time sideslip angle includes: The yaw rate error is determined based on the real-time yaw rate and the theoretical yaw rate. If the yaw rate error is greater than the first error, the first control parameter is determined based on the yaw rate error.

3. The method according to claim 2, characterized in that, The first control parameter includes a first proportional control parameter, a first integral control parameter, and a first derivative control parameter; determining the first control parameter based on the yaw rate error includes: If the yaw rate error is greater than the first threshold, then the first proportional control parameter is determined according to the first initial proportional control parameter and the first adjustment parameter, the first integral control parameter is set to zero, and the first derivative control parameter is determined according to the first initial derivative control parameter and the third adjustment parameter. Alternatively, if the yaw rate error is less than or equal to the first threshold and the yaw rate error is greater than the second threshold, then the first initial proportional control parameter is determined as the first proportional control parameter, the first initial integral control parameter is determined as the first integral control parameter, and the first initial derivative control parameter is determined as the first derivative control parameter. Alternatively, if the yaw rate error is less than or equal to the second threshold and the yaw rate error is greater than the third threshold, then the first proportional control parameter is determined according to the first initial proportional control parameter and the first adjustment parameter, the first integral control parameter is determined according to the first initial integral control parameter and the second adjustment parameter, and the first derivative control parameter is determined according to the first initial derivative control parameter and the third adjustment parameter. Alternatively, if the yaw rate error is less than or equal to the third threshold, then the first proportional control parameter is determined based on the first initial proportional control parameter and the first adjustment parameter, the first integral control parameter is determined based on the first initial integral control parameter, the second adjustment parameter and the fourth adjustment parameter, and the first derivative control parameter is determined based on the first initial derivative control parameter and the third adjustment parameter.

4. The method according to claim 1, characterized in that, The proportional-integral-derivative (PID) control parameters include a second control parameter; determining the PPD parameters of the target vehicle based on the real-time yaw rate and the real-time sideslip angle includes: The centroid sideslip angle error is determined based on the real-time centroid sideslip angle and the theoretical centroid sideslip angle. If the centroid side slip angle error is greater than the second error, the second control parameter is determined based on the centroid side slip angle error.

5. The method according to claim 4, characterized in that, The second control parameter includes a second proportional control parameter, a second integral control parameter, and a second derivative control parameter; determining the second control parameter based on the centroid sideslip angle error includes: If the centroid side deflection angle error is greater than the fourth threshold, then the second proportional control parameter is determined according to the second initial proportional control parameter and the fifth adjustment parameter, the second integral control parameter is set to zero, and the second derivative control parameter is determined according to the second initial derivative control parameter and the seventh adjustment parameter. Alternatively, if the centroid side slip angle error is less than or equal to the fourth threshold and the centroid side slip angle error is greater than the fifth threshold, then the second initial proportional control parameter is determined as the second proportional control parameter, the second initial integral control parameter is determined as the second integral control parameter, and the second initial derivative control parameter is determined as the second derivative control parameter. Alternatively, if the centroid sideslip angle error is less than or equal to the fifth threshold and the centroid sideslip angle error is greater than the sixth threshold, then the second proportional control parameter is determined according to the second initial proportional control parameter and the fifth adjustment parameter, the second integral control parameter is determined according to the second initial integral control parameter and the sixth adjustment parameter, and the second derivative control parameter is determined according to the second initial derivative control parameter and the seventh adjustment parameter. Alternatively, if the centroid side slip angle error is less than or equal to the sixth threshold, then the second proportional control parameter is determined according to the second initial proportional control parameter and the fifth adjustment parameter, the second integral control parameter is determined according to the second initial integral control parameter, the sixth adjustment parameter and the eighth adjustment parameter, and the second derivative control parameter is determined according to the second initial derivative control parameter and the seventh adjustment parameter.

6. The method according to claim 1, characterized in that, The proportional-integral-derivative (PID) control parameters include a first control parameter and a second control parameter; determining the target longitudinal force difference value of the target vehicle based on the PID control parameters includes: Based on the first control parameter, determine the first longitudinal force difference value of the target vehicle; The second longitudinal force difference value of the target vehicle is determined based on the second control parameter; The first longitudinal force difference value and the second longitudinal force difference value are integrated to obtain the target longitudinal force difference value.

7. The method according to claim 6, characterized in that, The step of integrating the first longitudinal force difference value and the second longitudinal force difference value to obtain the target longitudinal force difference value includes: The target longitudinal force difference is obtained by weighted summation of the first longitudinal force difference and the second longitudinal force difference.

8. The method according to claim 1, characterized in that, The step of controlling the target vehicle based on the target longitudinal force difference includes: Based on the target longitudinal force difference, torque compensation adjustments are made to the left-wheel drive motor and right-wheel drive motor of the target vehicle.

9. A vehicle driving control device, characterized in that, include: The first processing module is used to obtain the real-time yaw rate and real-time centroid sideslip angle of the target vehicle at the real-time vehicle speed when the real-time vehicle speed of the target vehicle is greater than or equal to the vehicle speed threshold. The second processing module is used to determine the proportional-integral-derivative control parameters of the target vehicle based on the real-time yaw rate and the real-time center-of-gravity sideslip angle. The third processing module is used to determine the target longitudinal force difference value of the target vehicle based on the proportional-integral-derivative control parameters. The fourth processing module is used to control the driving of the target vehicle based on the target longitudinal force difference value.

10. A vehicle, characterized in that, include: At least one processor; At least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the vehicle driving control method as described in any one of claims 1-8.

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