Vehicle control method and vehicle

Abstract

The application provides a vehicle control method and a vehicle, and relates to the technical field of vehicle control. The method comprises the following steps: acquiring dynamic response factors of each tire of the vehicle, wherein the dynamic response factor is used to represent the hysteresis degree of the tire in a current working condition; determining a dynamic side slip angle of each tire at a current time based on the dynamic response factor and the dynamic side slip angle of each tire at a previous time, wherein the dynamic side slip angle is an actual value of the side slip angle representing the physical hysteresis characteristic of the tire; and controlling the vehicle based on the dynamic side slip angle. The technical problem of inaccurate calculation of the lateral force of the vehicle in the related art is solved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more particularly to a vehicle control method and a vehicle. Background Technology

[0002] With the continuous development of automotive intelligence and active chassis control technology, vehicle lateral dynamics control has become a core technology direction for ensuring vehicle driving stability and handling safety.

[0003] Most related technologies directly use the ideal tire slip angle obtained from theoretical geometric calculations to solve for lateral force, which only considers a single dimension. This results in a large deviation between the estimated tire lateral force and the actual force under actual vehicle driving conditions, leading to insufficient response accuracy of vehicle lateral control. Under complex conditions such as high-frequency steering and variable loads, control lag or control deviation is likely to occur, making it impossible to guarantee the stability and adaptability of vehicle lateral control.

[0004] In summary, the relevant technologies suffer from inaccurate calculation of vehicle lateral forces. Summary of the Invention

[0005] In view of the above problems, this application provides a vehicle control method and vehicle that overcomes or at least partially solves the current inaccurate calculation of vehicle lateral force. The technical solution is as follows: A vehicle control method, the method comprising: The dynamic response factors of each tire of the vehicle are obtained, and the dynamic response factors are used to characterize the hysteresis of the tire's slip angle response under the current operating conditions. Based on the dynamic response factor and the dynamic sideslip angle of each tire at the previous moment, the dynamic sideslip angle of each tire at the current moment is determined. The dynamic sideslip angle is the actual value of the sideslip angle that characterizes the physical hysteresis characteristics of the tire. The vehicle is laterally controlled based on the dynamic sideslip angle.

[0006] In this way, by introducing a dynamic response factor that reflects the lag attribute of tire operating conditions, and combining it with the dynamic slip angle at the preceding and following moments for time-series correlation calculation, the slip angle involved in vehicle lateral control can be made to conform to the physical lag change law of the tire itself. This improves the situation where the control is not matched with the actual working state of the tire when only an ideal slip angle is used. By relying on the dynamic slip angle that conforms to the actual attributes to participate in the control process, the adaptability of the vehicle lateral control process to the actual tire operating conditions can be improved.

[0007] Optionally, obtaining the dynamic response factors of each tire of the vehicle includes: The steering relaxation coefficient, load relaxation coefficient, and side slip relaxation coefficient of each tire are obtained. The steering relaxation coefficient is used to represent the degree of influence of steering wheel operation on tire side slip angle response speed. The load relaxation coefficient is used to represent the degree of influence of wheel vertical load on tire side slip angle response speed. The side slip relaxation coefficient is used to represent the degree of influence of tire's own physical characteristics on tire side slip angle response speed. The dynamic response factor of each tire is determined based on the steering relaxation coefficient, load relaxation coefficient, and side slip relaxation coefficient of each tire.

[0008] In this way, by setting corresponding coefficients from three independent dimensions—steering operation, wheel load, and tire characteristics—and having them all participate in the solution of the dynamic response factor, the dynamic response factor can take into account the effects of multiple influencing factors on the tire slip angle response state, changing the limitation of a single parameter representing the lag state and making the basis for the formation of the dynamic response factor more comprehensive.

[0009] Optionally, the method further includes: Based on the vehicle's steering wheel data, the steering wheel frequency is determined; The steering relaxation coefficient is determined based on the steering wheel steering frequency and the preset mapping relationship between the steering wheel steering frequency and the steering relaxation coefficient.

[0010] In this way, the steering frequency is first determined based on the vehicle's steering data, and then the steering slack coefficient is determined according to the preset mapping relationship between the steering frequency and the steering slack coefficient. This allows the determination of the steering slack coefficient to directly match the actual steering frequency characteristics, making the steering slack coefficient compatible with the actual steering operation state, and ensuring the pertinence and rationality of the determination of the steering slack coefficient.

[0011] Optionally, the steering wheel data includes steering wheel angular velocity, and determining the steering wheel frequency based on the vehicle's steering wheel data includes: The steering wheel angular velocity is subjected to threshold filtering to obtain the target angular velocity, which is used to characterize the angular velocity of the actual steering action of the steering wheel; The steering wheel steering change state is identified based on the target angular velocity, and the change state is used to indicate the state in which the steering wheel steering direction changes. The number of times the transition state occurs within a preset time window is counted to determine the steering wheel turning frequency.

[0012] In this way, by thresholding the steering wheel angular velocity to obtain the target angular velocity representing the actual steering action, the interference of invalid angular velocities can be filtered out. Then, based on the target angular velocity, the jump state of the steering wheel steering direction change can be identified. Combined with the preset time window, the steering wheel steering frequency can be determined, which can eliminate the influence of false steering actions on the calculation results and improve the accuracy and reliability of the steering wheel steering frequency calculation.

[0013] Optionally, the method further includes: The slip relaxation coefficient is determined based on the hysteresis data of each tire at the previous moment, the tire physical data, and the rate of change of the vehicle's center of gravity slip angle. The hysteresis data is used to indicate the hysteresis state of the tire's slip angle at the previous moment, the tire physical data is used to indicate the physical parameters related to the tire's inherent slip characteristics, and the rate of change of the center of gravity slip angle is used to characterize the degree of change in the vehicle's lateral motion state.

[0014] In this way, the lateral relaxation coefficient is determined based on the tire's previous slip angle lag state data, the physical parameter data of the tire's inherent lateral characteristics, and the vehicle's center of gravity slip angle change rate. This takes into account both the influence of the tire's historical lag state on the current lag characteristics and the tire's inherent physical lateral characteristics, making the determination of the lateral relaxation coefficient more in line with the tire's actual working state and its own properties, thus improving the adaptability of the coefficient.

[0015] Optionally, determining the dynamic sideslip angle of each tire at the current moment based on the dynamic response factor and the dynamic sideslip angle of each tire at the previous moment includes: Based on the dynamic response factor, correction data for each tire is determined, and the correction data is used to indicate the correction ratio for correcting the theoretical slip angle based on the physical hysteresis characteristics of the tire slip angle. Based on the corrected data and the dynamic sideslip angle of each tire at the previous moment, the dynamic sideslip angle of each tire at the current moment is determined.

[0016] In this way, the dynamic response factor is used to determine the correction data used to indicate the degree of physical lag correction to the theoretical slip angle. Then, by combining the correction data with the dynamic slip angle of each tire at the previous moment, the dynamic slip angle at the current moment is determined. Based on the comprehensive and quantitative lag effect, the theoretical slip angle can be targeted to be corrected, so that the final dynamic slip angle is more in line with the physical lag change law of the tire slip angle.

[0017] Optionally, the lateral control of the vehicle based on the dynamic sideslip angle includes: Based on the mapping relationship between the dynamic slip angle and the basic lateral force, the basic lateral force of each tire is determined, and the basic lateral force is used to indicate the initial lateral force of the tire. The actual lateral forces of each tire are obtained by correcting the basic lateral forces. The lateral force of the vehicle is obtained by summing the actual lateral forces of each tire. The vehicle is laterally controlled based on the lateral force.

[0018] In this way, by sequentially completing the determination of basic lateral force, correction of actual lateral force, and accumulation of single-wheel lateral force to obtain the vehicle lateral force for control, a complete correlation path from dynamic sideslip angle to single-wheel lateral force and then to vehicle lateral force can be established. This integrates the actual lateral force characteristics of each tire into the lateral force on which vehicle lateral control is based, and improves the integrity of the mechanical parameters on which lateral control is based.

[0019] Optionally, the step of correcting the base lateral force to obtain the actual lateral force of each tire includes: Determine the comprehensive lateral force correction factor and lateral force confidence factor for each tire separately; The true lateral force is obtained by multiplying the basic lateral force, the comprehensive lateral force correction coefficient, and the lateral force reliability coefficient.

[0020] In this way, by configuring a corresponding comprehensive lateral force correction coefficient and lateral force reliability coefficient for each tire and participating in the lateral force conversion, independent correction processing can be carried out for the differences in actual working conditions of different tires. The situation where a unified correction standard cannot adapt to the differences in working conditions of each tire is improved, so that the real lateral force calculated for each tire matches the stress state corresponding to its own actual working conditions.

[0021] Optionally, the lateral control of the vehicle based on the lateral force includes: When the lateral force is greater than a preset stability threshold, the vehicle is subjected to yaw moment compensation control based on the lateral force. When the lateral force is less than a preset comfort threshold, the vehicle is subjected to roll suppression control based on the lateral force.

[0022] In this way, based on the relationship between the vehicle's lateral force and the preset stability threshold and comfort threshold, yaw moment compensation control or roll suppression control are implemented on the vehicle respectively. The lateral control strategy can be executed differently according to the actual lateral force state of the vehicle. When the lateral force is too large, the vehicle's driving stability is guaranteed, and when the lateral force is small, the driving comfort is optimized. This achieves matching and adaptation between the lateral control strategy and the actual force state.

[0023] Optionally, the method further includes: Obtain the vehicle's current yaw rate; Based on the yaw rate, identify the current steering instability type of the vehicle; When the vehicle is understeer, a braking torque is applied to the inner rear wheel of the vehicle; When the vehicle is in an oversteer state, a braking torque is applied to the outer front wheel of the vehicle.

[0024] In this way, by distinguishing different types of vehicle steering instability and selecting different wheels to apply braking torque accordingly, the torque application position can be matched according to the actual instability trend of the vehicle, so that the execution mode of yaw moment compensation control conforms to the actual state changes of vehicle steering instability.

[0025] Optionally, the roll suppression control of the vehicle based on the lateral force includes: Identify the current steering direction of the vehicle; Based on the steering direction, the stiffness and damping of the outer steering suspension are increased, while the stiffness and damping of the inner steering suspension are decreased to counteract the body roll moment.

[0026] In this way, by adjusting the stiffness and damping parameters of the inner and outer suspensions in accordance with the actual steering direction of the vehicle, the suspension adjustment method can be configured according to the mechanism of body roll formation. The body roll moment can be offset by adjusting the differential suspension parameters, which can adapt to the changes in body roll during steering.

[0027] A vehicle control device, the device comprising: The acquisition module is used to acquire the dynamic response factors of each tire of the vehicle, wherein the dynamic response factors are used to characterize the hysteresis of the tire's slip angle response under the current operating conditions. The determination module is used to determine the dynamic sideslip angle of each tire at the current moment based on the dynamic response factor and the dynamic sideslip angle of each tire at the previous moment. The dynamic sideslip angle is the actual value of the sideslip angle characterizing the physical hysteresis characteristics of the tire. The control module is used to perform lateral control on the vehicle based on the dynamic sideslip angle.

[0028] Optionally, the acquisition module is further configured to: The steering relaxation coefficient, load relaxation coefficient, and side slip relaxation coefficient of each tire are obtained. The steering relaxation coefficient is used to represent the degree of influence of steering wheel operation on tire side slip angle response speed. The load relaxation coefficient is used to represent the degree of influence of wheel vertical load on tire side slip angle response speed. The side slip relaxation coefficient is used to represent the degree of influence of tire's own physical characteristics on tire side slip angle response speed. The dynamic response factor of each tire is determined based on the steering relaxation coefficient, load relaxation coefficient, and side slip relaxation coefficient of each tire.

[0029] Optionally, the acquisition module is also used for: Based on the vehicle's steering wheel data, the steering wheel frequency is determined; The steering relaxation coefficient is determined based on the steering wheel steering frequency and the preset mapping relationship between the steering wheel steering frequency and the steering relaxation coefficient.

[0030] Optionally, the acquisition module is also used for: The steering wheel angular velocity is subjected to threshold filtering to obtain the target angular velocity, which is used to characterize the angular velocity of the actual steering action of the steering wheel; The steering wheel steering change state is identified based on the target angular velocity, and the change state is used to indicate the state in which the steering wheel steering direction changes. The number of times the transition state occurs within a preset time window is counted to determine the steering wheel turning frequency.

[0031] Optionally, the acquisition module is also used for: The slip relaxation coefficient is determined based on the hysteresis data of each tire at the previous moment, the tire physical data, and the rate of change of the vehicle's center of gravity slip angle. The hysteresis data is used to indicate the hysteresis state of the tire's slip angle at the previous moment, the tire physical data is used to indicate the physical parameters related to the tire's inherent slip characteristics, and the rate of change of the center of gravity slip angle is used to characterize the degree of change in the vehicle's lateral motion state.

[0032] Optionally, the determining module is also used for: Based on the dynamic response factor, correction data for each tire is determined, and the correction data is used to indicate the correction ratio for correcting the theoretical slip angle based on the physical hysteresis characteristics of the tire slip angle. Based on the corrected data and the dynamic sideslip angle of each tire at the previous moment, the dynamic sideslip angle of each tire at the current moment is determined.

[0033] Optionally, the control module is also used for: Based on the mapping relationship between the dynamic slip angle and the basic lateral force, the basic lateral force of each tire is determined, and the basic lateral force is used to indicate the initial lateral force of the tire. The actual lateral forces of each tire are obtained by correcting the basic lateral forces. The lateral force of the vehicle is obtained by summing the actual lateral forces of each tire. The vehicle is laterally controlled based on the lateral force.

[0034] Optionally, the determining module is also used for: Determine the comprehensive lateral force correction factor and lateral force confidence factor for each tire; The true lateral force is obtained by multiplying the basic lateral force, the comprehensive lateral force correction coefficient, and the lateral force reliability coefficient.

[0035] Optionally, the control module is also used for: When the lateral force is greater than a preset stability threshold, the vehicle is subjected to yaw moment compensation control based on the lateral force. When the lateral force is less than a preset comfort threshold, the vehicle is subjected to roll suppression control based on the lateral force.

[0036] Optionally, the control module is also used for: Obtain the vehicle's current yaw rate; Based on the yaw rate, identify the current steering instability type of the vehicle; When the vehicle is understeer, a braking torque is applied to the inner rear wheel of the vehicle; When the vehicle is in an oversteer state, a braking torque is applied to the outer front wheel of the vehicle.

[0037] Optionally, the control module is also used for: Identify the current steering direction of the vehicle; Based on the steering direction, the stiffness and damping of the outer steering suspension are increased, while the stiffness and damping of the inner steering suspension are decreased to counteract the body roll moment.

[0038] A vehicle comprising: the vehicle performing any of the optional vehicle control methods described above.

[0039] By employing the above technical solution, the vehicle control method provided in this application achieves a quantitative characterization of the overall comprehensive influence of the lag characteristic of a single tire under the current driving conditions by acquiring a dynamic response factor that characterizes the lag degree of the tire's slip angle response under the current operating conditions. Then, based on this dynamic response factor and the dynamic slip angle of each tire at the previous moment, the dynamic slip angle at the current moment is calculated, so that the slip angle can truly match the actual physical state of the tire, avoiding the deviation caused by using only ideal calculation values. As a result, the vehicle lateral force determined based on the dynamic slip angle that closely matches the actual operating conditions is closer to the actual force situation of the vehicle. Finally, lateral control of the vehicle is performed based on the lateral force, which can match the control command with the actual lateral dynamic state of the vehicle, effectively improving the accuracy and reliability of vehicle lateral control.

[0040] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0041] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 One of the schematic flowcharts of the vehicle control method provided in this application is shown; Figure 2 A second schematic flowchart of the vehicle control method provided in this application is shown. Figure 3 The third schematic flowchart of the vehicle control method provided in this application is shown; Figure 4 The fourth schematic flowchart of the vehicle control method provided in this application embodiment is shown; Figure 5 A schematic diagram of the structure of a vehicle control device provided in an embodiment of this application is shown. Detailed Implementation

[0042] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the scope of the present application to those skilled in the art.

[0043] With the continuous development of automotive intelligence and active chassis control technology, vehicle lateral dynamics control has become a core technology for ensuring vehicle driving stability and handling safety. Tire slip angle and lateral force are key parameters in vehicle lateral dynamics analysis. The industry generally calculates tire slip angle based on vehicle kinematic geometry, then estimates lateral force using tire mechanics models, and applies the calculation results to lateral control scenarios such as vehicle stability control and active suspension adjustment. Related technical solutions are continuously iterating and optimizing towards better adaptability to operating conditions and more refined control.

[0044] In related technologies, vehicle lateral control mostly uses the ideal tire slip angle obtained from theoretical geometric calculations to solve for lateral force, without fully considering the physical lag characteristics that exist in the actual establishment of the tire slip angle. Furthermore, it only considers multiple influencing factors such as steering operation, wheel vertical load, and tire's own lateral characteristics from a single dimension, lacking integrated analysis and quantitative processing of multi-dimensional factors. As a result, the estimated tire lateral force deviates significantly from the actual force under actual vehicle driving conditions, leading to insufficient response accuracy in vehicle lateral control. Under complex conditions such as high-frequency steering and variable loads, control lag or deviation problems easily occur, failing to guarantee the stability and adaptability of vehicle lateral control.

[0045] To address the technical problem of inaccurate calculation of vehicle lateral force in related technologies, this application provides a vehicle control method. Starting from the tire slip angle hysteresis response mechanism, it comprehensively considers multiple influencing factors such as steering operation, wheel vertical load, and the inherent characteristics of the tire itself. It couples multi-dimensional relaxation parameters to construct a dynamic response factor that reflects the degree of hysteresis under actual operating conditions. Combining the front and rear time-series slip angle states, it iteratively calculates the dynamic slip angle that conforms to the physical hysteresis characteristics of the tire. Then, based on the dynamic slip angle, it calculates the tire's basic lateral force, the actual lateral force, and the vehicle's lateral force step by step. Based on the magnitude of the lateral force, it partitions and matches corresponding yaw moment compensation and roll suppression control logic, forming a complete closed-loop approach from hysteresis characteristic quantification, dynamic slip angle solution, lateral force calculation, to partitioned chassis coordinated control. Figure 1 As shown, Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application. Taking the vehicle controller as the executing entity as an example, the method includes: S11. Obtain the dynamic response factors of each tire of the vehicle.

[0046] Among them, the dynamic response factor is used to characterize the lag degree of the tire's slip angle response under the current operating conditions. The dynamic response factor can include the overall comprehensive influence of the slip angle lag characteristics of a single tire under the current operating conditions, such as the fusion of steering operation, wheel vertical load, and the tire's own slip characteristics. The tire slip angle lag characteristics refer to the process of establishing the actual slip angle of the tire when it is subjected to external excitations such as steering input and load changes during driving. Compared with the theoretical input, there is a delay in time and amplitude. It is an inherent dynamic characteristic brought about by physical processes such as tire rubber viscoelastic deformation and tread contact slip, and it is also the core source of the deviation between the slip angle calculation and the actual state in the existing technology.

[0047] Specifically, based on the steering relaxation coefficient, load relaxation coefficient, and sideslip relaxation coefficient of each tire, the dynamic response factor of each tire is determined. That is, for the three core independent dimensions affecting the tire's sideslip angle hysteresis characteristics, the corresponding steering relaxation coefficient, load relaxation coefficient, and sideslip relaxation coefficient are calculated separately to ensure that each sub-coefficient reflects only the influence of its corresponding single factor. Then, through preset fusion rules (such as weighted product operation, weighted summation operation, preset multidimensional mapping lookup table, etc.), the three independent sub-coefficients are integrated into a comprehensive tire relaxation coefficient. This dynamic response factor can characterize the overall degree of tire sideslip angle hysteresis characteristics when all influencing factors work together under the current operating conditions. Among them, the dynamic response factors of the four tires (left front, right front, left rear, and right rear) are calculated independently, with each tire corresponding to a unique coefficient. This adapts to the differences in hysteresis characteristics caused by different tires due to load distribution and steering angle differences, avoiding the calculation deviation caused by a uniform coefficient for the whole vehicle.

[0048] Specifically, the steering relaxation coefficient quantifies the impact of steering wheel operation on the tire slip angle hysteresis characteristics; the load relaxation coefficient quantifies the impact of the wheel's vertical load on the tire slip angle hysteresis characteristics; and the side slip relaxation coefficient quantifies the impact of the tire's own side slip characteristics on the tire slip angle hysteresis characteristics. In other words, the steering relaxation coefficient, load relaxation coefficient, and side slip relaxation coefficient are sub-coefficients corresponding to single-dimensional influencing factors. Each sub-coefficient quantifies only the impact of its corresponding single factor on the slip angle hysteresis characteristics. The three are independent of each other and have no coupling interference, providing a decomposable, calibrable, and adjustable quantitative basis for multi-dimensional fusion. For example, when the driver turns the steering wheel quickly, the higher the steering frequency, the more obvious the tire side slip hysteresis, and the smaller the steering relaxation coefficient; the greater the wheel's vertical load, the greater the tire's contact deformation, the more significant the hysteresis effect, and the smaller the load relaxation coefficient; the lower the tire's own side slip stiffness, the more obvious the hysteresis in establishing the slip angle, and the smaller the side slip relaxation coefficient.

[0049] For example, for a single tire, firstly, steering data such as steering wheel angle and angular velocity are acquired using a steering wheel angle sensor to calculate the steering relaxation coefficient corresponding to that tire; secondly, the real-time vertical load on the tire is acquired using a vertical load sensor on the suspension to calculate the corresponding load relaxation coefficient; thirdly, the inherent physical parameters of the tire, such as its model and rated lateral stiffness, are obtained from the vehicle's pre-stored tire parameter table, and combined with the lateral slip angle hysteresis state at the previous moment to calculate the corresponding lateral slip relaxation coefficient; all three sub-relaxation coefficients are normalized to a value range of 0-1 using a preset one-dimensional mapping table, where the closer the value is to 0, the greater the influence of the corresponding factor on the hysteresis characteristics, and the more significant the hysteresis effect; finally, a weighted product fusion method is used to calculate the dynamic response factor, with the specific calculation rules as follows: λ Lfl =λ δ λ Fzfl λ βfl; λ Lfr =λ δ λ Fzfr λ βfr; λ Lrl =λ δ λ Fzrl λ βrl; λ Lrr =λ δ λ Fzrr λ βrr; In this context, the subscripts fl represents the left front tire, fr represents the right front tire, rl represents the left rear tire, rr represents the right rear tire, and λ represents the right rear tire. δ λ represents the steering relaxation coefficient. Fzfl , λ Fzfr , λ Fzrl , λ Fzrr λ represents the load relaxation coefficient of different tires. β λ represents the lateral relaxation coefficient. L This represents the dynamic response factor.

[0050] In this embodiment, by acquiring the dynamic response factor of multiple influencing factors such as integrated steering operation, wheel vertical load, and tire's own lateral slip characteristics, the overall influence of the lateral slip angle hysteresis characteristics of a single tire under the current driving conditions can be fully quantified. This avoids the one-sidedness caused by considering a single factor and provides a core parameter basis that fits the actual working conditions for the subsequent calculation of dynamic lateral slip angle, thereby improving the accuracy of vehicle lateral dynamics parameter calculation from the source.

[0051] S12. Based on the dynamic response factor and the dynamic sideslip angle of each tire at the previous moment, determine the dynamic sideslip angle of each tire at the current moment.

[0052] The dynamic sideslip angle indicates the actual value of the sideslip angle of a single tire under the current driving conditions, reflecting the actual physical state. It refers to the actual sideslip angle of the tire at the current moment, taking into account the tire's dynamic characteristics. This differs from the theoretical sideslip angle, which is calculated solely through vehicle motion geometry and does not consider lag. It is a core dynamic parameter that truly reflects the tire's contact patch and tread lateral deformation, and is also the core input for calculating tire lateral force. The theoretical sideslip angle refers to the angle between the wheel center plane and the direction of the tire's actual speed; it is an ideal geometric value that does not consider tire dynamic characteristics. Tire dynamic characteristics refer to the physical characteristics exhibited by the tire during dynamic driving that differ from static conditions, mainly including sideslip angle lag characteristics, load transfer lag characteristics, and slip ratio dynamic change characteristics. The dynamic sideslip angle at the previous moment refers to the actual value of the tire sideslip angle calculated and aligned with the current conditions in the previous control cycle. This ensures the temporal continuity of the current sideslip angle calculation, conforming to the objective law that the establishment of the tire sideslip angle is a continuous physical process, and avoids parameter jumps and distortions caused by independent calculations in a single cycle.

[0053] Specifically, the establishment of the tire slip angle is a continuous physical process with viscoelastic hysteresis characteristics. The actual slip angle at the current moment depends not only on the degree of hysteresis under the current operating conditions (characterized by the dynamic response factor obtained from S11) but also on the actual slip angle state established at the previous moment. Therefore, this step uses the dynamic response factor as the core correction parameter and the dynamic slip angle at the previous moment as the iterative basis to complete the calculation of the dynamic slip angle at the current moment through a recursive model. This ensures that the calculation results fully conform to the physical hysteresis characteristics of the tire and also ensures the temporal continuity of the parameter calculation, thus restoring the actual establishment process of the tire slip angle.

[0054] For example, when the driver keeps the steering wheel angle constant, the theoretical slip angle is a fixed value, but the actual slip angle of the tire gradually builds up to the theoretical value. This gradual building process is achieved by controlling the approach rate through a dynamic response factor, combining the slip angle value of the previous moment, and iteratively calculating the dynamic slip angle at each moment, which conforms to the actual physical deformation process of the tire.

[0055] In this embodiment, the dynamic slip angle at the current moment is obtained by iteratively calculating the dynamic slip angle by combining the dynamic response factor with the dynamic slip angle at the previous moment. This achieves dynamic and continuous correction of the tire slip angle hysteresis characteristics, solving the problem that the existing technology uses ideal geometric slip angles without considering physical hysteresis and has a large deviation from the actual tire state. The obtained dynamic slip angle can fit the actual physical deformation state of the tire under the current driving conditions, providing real and reliable input parameters for subsequent lateral force calculation.

[0056] S13. Control the vehicle based on the dynamic sideslip angle.

[0057] Specifically, the lateral force of the vehicle is determined based on the dynamic slip angle, and the vehicle is then controlled based on this lateral force. The core determinant of tire lateral force is the tire slip angle, and the accuracy of the slip angle directly determines the accuracy of the lateral force calculation. Therefore, based on the realistic dynamic slip angle obtained from S12, the lateral force of each tire is calculated, and then the lateral forces of all tires are vector-integrated according to the vehicle coordinate system to obtain the lateral force of the entire vehicle. The entire process, from single wheel to the entire vehicle, ensures the authenticity and accuracy of the lateral force calculation at each level, avoiding calculation deviations caused by distorted input parameters.

[0058] Among them, tire lateral force refers to the force generated by the tire due to the slip angle during driving, which is perpendicular to the rolling direction of the wheel. It is the core force for the vehicle to achieve steering and maintain lateral driving stability. The overall lateral force of the vehicle is the vector sum of the lateral forces of all tires. For example, when the dynamic slip angle of the tire is 3 degrees, the basic lateral force corresponding to the slip angle can be directly found through the preset tire slip characteristic table. Then, by combining the current vertical load of the tire and the road adhesion condition for correction, the actual lateral force that the tire can provide can be obtained, rather than the theoretical value under ideal laboratory conditions.

[0059] For example, for each tire, the current dynamic slip angle and real-time vertical load are retrieved. Using a pre-existing three-dimensional lookup table model in the controller ("slip angle - vertical load - basic lateral force"), the basic lateral force Fyα of that tire is obtained. For the basic lateral force of each tire, a specific scaling factor (λ) corresponding to that tire is applied. fl , λ fr , λ rl , λ rr The scaling factor is adjusted based on the current tire pressure and road adhesion coefficient. For example, the scaling factor is 0.6 on a wet road and 1.0 on a dry asphalt road. After adjustment, the true lateral force of the tire is obtained. The true lateral forces of the four tires (left front, right front, left rear, and right rear) are then vector-accumulated according to the vehicle coordinate system using the following formula: Fy = Fy fl + Fy fr + Fy rl + Fy rr The lateral forces of the left and right tires are in opposite directions, resulting in the overall lateral force Fy of the vehicle at the current moment.

[0060] In this embodiment, the dynamic slip angle, which conforms to the actual physical state of the tire, is used as the core input to calculate the lateral force of the vehicle. This solves the problem that the existing technology, which calculates the lateral force based on the ideal slip angle, has a large deviation from the actual force state of the vehicle and insufficient accuracy. The obtained vehicle lateral force can truly reflect the current lateral dynamic force situation of the vehicle, providing a reliable mechanical basis for subsequent vehicle lateral control and ensuring the rationality and effectiveness of the control logic.

[0061] Specifically, the calculated lateral force of the vehicle is compared with a preset threshold. Based on the comparison result, the current driving state and control requirements of the vehicle are determined, and then the corresponding lateral control strategy is selected to output control commands to the corresponding chassis actuators. The whole process takes the real lateral force of the vehicle as the only core basis, realizing the adaptive matching between the control strategy and the actual state of the vehicle. It can ensure driving safety under extreme conditions and optimize the driving experience under normal conditions.

[0062] For example, when a vehicle makes an emergency lane change at high speed, the lateral force of the vehicle will increase rapidly and exceed the preset stability threshold. At this time, the controller will output a control command to the vehicle stability system to apply braking force to the inner wheel, generate a reverse yaw moment, suppress the oversteer of the vehicle, and prevent the vehicle from fishtailing and becoming unstable. When the vehicle is driving smoothly at low speed on urban roads, the lateral force is small and lower than the preset comfort threshold. At this time, the controller will adjust the damping of the electronically controlled shock absorber, reduce the suspension stiffness, and improve the ride comfort.

[0063] In this embodiment, the lateral force, which characterizes the actual force state of the vehicle, is used as the sole core basis for lateral control of the vehicle. This solves the problems of distorted lateral control basis, insufficient control accuracy, and poor adaptability to working conditions in the prior art. It enables the control commands to be highly matched with the actual lateral dynamic state of the vehicle, effectively improving the stability, handling and ride comfort of the vehicle, and ensuring the driving safety of the vehicle under complex working conditions.

[0064] In the above scheme, by obtaining a dynamic response factor to characterize the lag of the tire's slip angle response under the current operating conditions, the overall comprehensive influence of the slip angle lag characteristics of a single tire under the current driving conditions is quantitatively characterized. Then, based on this dynamic response factor and the dynamic slip angle of each tire at the previous moment, the dynamic slip angle at the current moment is calculated, so that the slip angle can truly match the actual physical state of the tire, avoiding the deviation caused by using only ideal calculation values. As a result, the vehicle lateral force determined based on this dynamic slip angle that fits the actual operating conditions is closer to the actual force situation of the vehicle. Finally, lateral control of the vehicle is performed based on the lateral force, which can match the control command with the actual lateral dynamic state of the vehicle, effectively improving the accuracy and reliability of vehicle lateral control.

[0065] In some embodiments, such as Figure 2 As shown, taking the vehicle controller as the executing entity as an example, the vehicle control method also includes: S111. Determine the steering wheel frequency based on the vehicle's steering wheel data.

[0066] Steering wheel data refers to the set of parameters collected in real time by the steering wheel angle sensor integrated into the vehicle's Electric Power Steering (EPS) system. This data comprehensively characterizes the steering wheel's motion state and includes real-time steering wheel angle, steering wheel angular velocity, steering wheel angular acceleration, and steering direction indicators. It serves as the fundamental data source for reconstructing the driver's true steering intentions and identifying steering actions. For example, when the driver turns the steering wheel to the left, the steering wheel angle and angular velocity are positive; when turning the steering wheel to the right, the angular velocity is negative. The change in steering direction can be identified by the positive and negative changes in angular velocity. Steering wheel frequency refers to the number of times the steering wheel changes direction within a preset unit time window. It is a core physical quantity used to quantify the frequency and intensity of the driver's steering operations, measured in Hz (times per second). A higher steering frequency indicates that the driver turns the steering wheel back and forth more frequently per unit time, resulting in more intense and frequent steering operations. For example: if a driver completes two steering direction changes ("turn left - straighten - turn right") within 1 second, the steering frequency is 2Hz; if a driver completes only one steering direction change within 5 seconds, the steering frequency is 0.2Hz.

[0067] Specifically, steering wheel steering data is collected in real time from the steering wheel angle sensor of the EPS system via the vehicle's CAN (Controller Area Network) bus, ensuring the real-time performance and accuracy of the data. The data acquisition frequency is fully synchronized with the vehicle controller's control cycle, guaranteeing the timing consistency of subsequent calculations. Secondly, the steering wheel steering data undergoes preprocessing and threshold filtering. Specifically, the steering wheel angular velocity is filtered to obtain the target angular velocity. For example, the raw steering wheel signal is collected in real time and filtered to remove high-frequency interference signals caused by road bumps and sensor noise, resulting in a smoother signal. The system first processes the steering wheel angle signal. Then, based on the smoothed steering wheel angle signal, it calculates the steering wheel angular velocity using differentiation. A threshold filtering process is applied to the steering wheel angular velocity: a pre-set effective threshold is set, and the currently calculated steering wheel angular velocity is compared with this threshold. When the steering wheel angular velocity is greater than or equal to the effective threshold, it is considered a valid angular velocity, retained, and used for subsequent transition state identification. When the steering wheel angular velocity is less than the effective threshold, it is considered an invalid micro-motion signal and discarded, not participating in subsequent calculations. Through this preprocessing and threshold filtering, interference data introduced by ineffective steering operations such as slight steering wheel vibrations and driver accidental touches can be eliminated, ensuring the accuracy and reliability of subsequent steering frequency calculations. The target angular velocity is used to characterize the actual steering wheel movement. Invalid steering data caused by driver hand tremors and road bumps are eliminated, retaining only valid data that characterizes the driver's true steering intention, avoiding misidentification of direction changes and distortion in frequency calculations caused by invalid data.

[0068] Specifically, based on the target angular velocity, the system identifies the change state of the steering wheel direction (i.e., the change of steering direction from positive to negative / from negative to positive). Each change of direction is recorded as a valid change of direction. Finally, the system counts the number of changes of direction within a preset time window and calculates the number of changes of direction per unit time, i.e., the steering wheel frequency.

[0069] In this embodiment, by collecting steering data that characterizes the actual steering motion of the steering wheel, the steering frequency is calculated, realizing a quantitative characterization of the dynamic intensity and frequency of the driver's steering operation. This solves the problem that the existing technology only makes a qualitative judgment on the impact of steering operation. When the steering wheel changes direction more frequently and the steering action is more abrupt, the tire slip angle cannot keep up with the change, and the hysteresis effect of rubber viscoelastic deformation will be further amplified. This makes it impossible to quantify the impact of steering dynamic characteristics on tire hysteresis characteristics. This provides a unique and quantifiable core input parameter for the subsequent calibration of the steering slack coefficient, ensuring a high degree of matching between the steering slack coefficient and the actual steering conditions from the source.

[0070] S112. Determine the steering relaxation coefficient based on the steering wheel steering frequency and the preset mapping relationship between the steering wheel steering frequency and the steering relaxation coefficient.

[0071] The preset mapping relationship between steering wheel frequency and steering relaxation coefficient refers to the one-to-one correspondence between steering wheel frequency and steering relaxation coefficient, calibrated in advance through tire bench dynamics tests and real vehicle road condition tests. This is the core basis for the frequency-to-coefficient conversion in this step, and its form can include one-dimensional lookup table mapping table, linear / nonlinear fitting formula, piecewise function, etc. The calibration logic of this mapping relationship follows the physical laws of tire dynamics: the higher the steering frequency, the more significant the tire slip angle hysteresis effect, and the smaller the corresponding steering relaxation coefficient; the two are negatively correlated. The steering relaxation coefficient is a dimensionless core parameter used to quantify the degree of influence of steering wheel operation on the tire slip angle hysteresis characteristics, with its value range normalized to the 0-1 interval. The closer the steering relaxation coefficient is to 1, the smaller the influence of steering operation on hysteresis characteristics at the current steering frequency, and the weaker the hysteresis effect of tire slip angle; the closer the coefficient is to 0, the greater the influence of steering operation on hysteresis characteristics, and the more significant the hysteresis effect of tire slip angle.

[0072] Specifically, the steering wheel steering frequency calculated in step S111 is retrieved, and the steering frequency-steering relaxation coefficient mapping relationship matching the current vehicle tire model is retrieved from the non-volatile memory of the vehicle controller. The current steering frequency is substituted into the preset mapping relationship, and the steering relaxation coefficient corresponding to the current steering frequency is obtained by looking up a table or formula. Finally, the obtained steering relaxation coefficient is output as the input for calculating the dynamic response factor in step S11.

[0073] In this embodiment, by using a pre-calibrated mapping relationship between steering frequency and steering relaxation coefficient, the steering frequency, which quantifies the dynamic characteristics of steering, is transformed into a steering relaxation coefficient that can quantify the degree of influence of steering operation on the tire slip angle hysteresis characteristics. This achieves a one-to-one correspondence between the dynamic characteristics of steering operation and the degree of influence of tire hysteresis characteristics, solving the pain points of related technologies such as lack of calibration basis for the hysteresis effect of steering operation, low quantification accuracy, and poor adaptability to working conditions. It ensures a high degree of matching between the steering relaxation coefficient and the actual steering working conditions, and provides a reliable sub-coefficient basis for the calculation of dynamic response factors.

[0074] S113. Based on the lag data of each tire at the previous moment, tire physical data, and the rate of change of the vehicle's center of gravity sideslip angle, determine the sideslip relaxation coefficient.

[0075] Among them, hysteresis data indicates the tire's slip angle hysteresis state at the previous moment, tire physical data indicates the physical parameters related to the tire's inherent slip characteristics, and the centroid slip angle change rate characterizes the degree of change in the vehicle's overall lateral motion state. The "previous moment" specifically refers to the time node corresponding to the previous control cycle of the vehicle controller, and is in a continuous temporal relationship with the current control cycle. It is not a generalized arbitrary past moment; its specific definition is strongly bound to the vehicle control cycle to ensure the accuracy of data timing and logical consistency. For example, the vehicle controller presets a fixed control cycle, and periodically calculates and updates parameters such as the tire slip angle hysteresis state and slip relaxation coefficient in units of control cycles. The current moment is the time node of the current control cycle, and the previous moment is the control cycle immediately preceding the current one. The time interval between the two periods is equal to the preset control period duration. The lateral relaxation coefficient is a dimensionless core parameter used to quantify the influence of the tire's own lateral characteristics on the tire's lateral angle hysteresis characteristics. It is a core component coefficient of the dynamic response factor, with a value range normalized to the 0-1 interval. The closer the coefficient value is to 1, the weaker the hysteresis effect brought about by the tire's own lateral characteristics, and the closer the tire's lateral angle establishment rate is to the ideal state. The closer the coefficient value is to 0, the more significant the hysteresis effect brought about by the tire's own lateral characteristics, and the more obvious the delay in the establishment of the tire's lateral angle. For example, a brand-new high-rigidity sports tire has strong resistance to deformation and weak lateral hysteresis effect, with a lateral relaxation coefficient of up to 0.9. A severely worn low-rigidity comfort tire has significant rubber deformation hysteresis, with a lateral relaxation coefficient of only 0.6.

[0076] Specifically, the process of establishing the tire slip angle is essentially a viscoelastic deformation process of the tread rubber. This process has two inseparable core characteristics: First, the inherent properties determine the basic hysteresis characteristics of tire slip deformation, such as the viscoelasticity of the rubber and the lateral stiffness of the tire. Second, the continuous memory effect, the viscoelastic deformation of the rubber is continuous and has hysteresis recovery characteristics. The deformation state (hysteresis state) of the previous moment directly affects the establishment and recovery process of deformation at the current moment, thus determining the degree of hysteresis of the current slip angle. Third, the correlation with the overall vehicle motion, the intensity of the overall lateral motion of the vehicle will further amplify or inhibit the viscoelastic hysteresis effect of the tire.

[0077] The three characteristics mentioned above together determine that the hysteresis effect brought about by the tire itself cannot be quantified by fixed physical parameters alone. Only by combining inherent physical data with historical hysteresis states and the overall lateral motion state of the vehicle can we obtain a quantitative result that is in line with reality.

[0078] For the four tires (left front, right front, left rear, and right rear) of the vehicle, the hysteresis data from the previous control cycle of the corresponding tire is retrieved independently. Simultaneously, tire physical data matching the tire model and pre-stored in the vehicle controller is retrieved, and the current rate of change of the vehicle's center of gravity sideslip angle is obtained. This ensures that the sideslip relaxation coefficient of each tire is calculated independently, adapting to the differences in sideslip characteristics caused by variations in wear, tire pressure, and load distribution among different tires. The retrieved hysteresis data, tire physical data, and the rate of change of the vehicle's center of gravity sideslip angle are then substituted into a pre-calibrated mapping relationship or calculation model to obtain the wheel's... The current moment's lateral relaxation coefficient λag; where the calibration of the mapping relationship completely follows the physical laws of tire dynamics: the larger the dynamic lateral angle at the previous moment and the faster the rate of change of the lateral angle, the more severe the tire deformation, the more significant the viscoelastic hysteresis effect, and the smaller the lateral relaxation coefficient; the lower the tire's rated lateral stiffness and the more obvious the rubber viscoelastic hysteresis, the stronger the tire's inherent hysteresis effect, and the smaller the lateral relaxation coefficient; the greater the rate of change of the vehicle's center of gravity lateral angle, the more severe the overall lateral movement of the vehicle, the faster the dynamic change of the tire's lateral deformation, the more significant the viscoelastic hysteresis effect, and the smaller the lateral relaxation coefficient.

[0079] For example, when a vehicle is driving through continuous curves, the dynamic sideslip angle of the tire at the previous moment is 4°, which is in a state of large lateral deformation. The viscoelastic deformation of the tread rubber has not yet fully recovered. At the same time, the rate of change of the vehicle's center of gravity sideslip angle reaches 0.5 rad / s, and the vehicle's lateral movement is violent. At this time, even if the tire's inherent lateral stiffness remains unchanged, the hysteresis effect at the current moment will be more significant than in the initial straight-line driving state. This step combines the dynamic sideslip angle data at the previous moment with the rate of change of the vehicle's center of gravity sideslip angle to calculate the sideslip relaxation coefficient, which will be adjusted accordingly to match the current actual deformation hysteresis state of the tire. This avoids the defects of fixed coefficients being unable to adapt to continuous deformation conditions and being out of touch with the actual physical state.

[0080] In this embodiment, by combining the tire's previous hysteresis data with the tire's inherent physical data and the vehicle's center of gravity sideslip angle change rate, the influence of the tire's own sideslip characteristics on the sideslip angle hysteresis characteristics is quantified. This solves the core pain points of related technologies, such as the use of fixed calibration values ​​for sideslip relaxation coefficients, failure to consider the continuous memory effect of tire viscoelastic deformation and the amplification effect of the vehicle's overall lateral motion on hysteresis characteristics, and inability to adapt to the differences in hysteresis characteristics caused by the tire's real-time deformation state and its inherent characteristics. The obtained sideslip relaxation coefficient can perfectly match the tire's current actual physical deformation state and inherent properties as well as the vehicle's overall motion state, providing a reliable sub-parameter basis for the multi-dimensional fusion calculation of dynamic response factors. This improves the calculation accuracy of subsequent dynamic sideslip angle and vehicle lateral force from the source, ensuring the rationality and accuracy of vehicle lateral control.

[0081] In the above scheme, S111 performs invalid value threshold filtering, steering reversal state identification, and preset time window statistics on steering wheel data to quantify the steering wheel frequency, which can characterize the frequency and intensity of the driver's steering operations. Then, S112, based on the frequency-coefficient mapping relationship calibrated in a pre-test, converts the steering frequency into a steering relaxation coefficient, which can quantify the impact of steering operations on the hysteresis characteristics of the sideslip angle. Simultaneously, S113 combines the tire's previous hysteresis state data, the tire's inherent sideslip physical data, and the vehicle's center of gravity sideslip angle change rate to determine the quantifiable... The side slip relaxation coefficient, which measures the degree to which tire characteristics affect hysteresis, fully realizes the independent and refined quantification of the impact of steering operation and inherent tire characteristics on side slip angle hysteresis. This provides reliable sub-parameter support for the multi-dimensional fusion calculation of dynamic response factors, and solves the core pain points of related technologies, such as one-sided consideration of factors affecting side slip angle hysteresis, the use of fixed calibration values, and the inability to adapt to real-time operating conditions and actual tire conditions. It improves the comprehensiveness and accuracy of tire hysteresis characteristic quantification from the parameter source, and lays the core logical foundation for subsequent full-link side slip angle and lateral force calculations.

[0082] In some embodiments, such as Figure 3 As shown, based on the dynamic response factor and the dynamic sideslip angle of each tire at the previous moment, the dynamic sideslip angle of each tire at the current moment is determined. Taking the vehicle controller as the executing entity as an example, this includes: S121. Based on the dynamic response factor, determine the correction data for each tire.

[0083] The correction data indicates the correction ratio used to adjust the theoretical sideslip angle based on the physical hysteresis characteristics of the tire sideslip angle. The value is normalized to the 0-1 range and is a direct mapping of the dynamic response factor. Its core function is to characterize the rate and degree of correction as the dynamic sideslip angle approaches the theoretical sideslip angle under the current operating conditions. A larger correction data value indicates a greater correction magnitude to the theoretical sideslip angle within a single cycle, and a weaker sideslip angle hysteresis effect; a smaller value indicates a smaller correction magnitude within a single cycle, and a more significant sideslip angle hysteresis effect. For example, a correction data value of 0.9 means that 90% of the difference between the theoretical and actual sideslip angles can be corrected within a single control cycle; a correction data value of 0.3 only corrects 30% of the difference, perfectly matching the strong hysteresis characteristics of the tire.

[0084] Specifically, for the four tires (left front, right front, left rear, and right rear) of the vehicle, the dynamic response factor of the corresponding tire at the current moment is retrieved independently. At the same time, the vehicle's current longitudinal speed, control cycle, and theoretical slip angle calculated by the vehicle's kinematic model at the current moment are also retrieved. This ensures that the correction data for each tire is calculated independently, adapting to the differences in hysteresis characteristics caused by different tires due to steering angle, load distribution, and operating conditions. The retrieved dynamic response factors are substituted into a preset mapping relationship to calculate the correction data for the corresponding tire. The mapping relationship completely follows the physical laws of tire dynamics and is positively correlated with the dynamic response factor—the larger the dynamic response factor, the weaker the tire hysteresis effect, the faster the slip angle approaches the theoretical value, and the larger the corresponding correction data; conversely, the smaller the dynamic response factor, the stronger the hysteresis effect, and the smaller the correction data. For example, when the driver turns the steering wheel slowly at low speed, the tire slip angle lag effect is extremely weak, and the calculated dynamic response factor is 0.95. The corresponding mapped correction data is 0.95, meaning that 95% of the difference correction can be completed within a single cycle, and the slip angle is almost synchronized with the theoretical value. When the driver makes an emergency lane change at high speed, the steering frequency is high and the tire lag effect is significant. The dynamic response factor is 0.3, and the corresponding mapped correction data is 0.3, meaning that only 30% of the difference correction is completed within a single cycle. This perfectly matches the actual physical state where tire deformation cannot keep up with the steering input, avoiding the distortion of the slip angle calculation caused by overcorrection.

[0085] For example, the correction data for the left front tire can be expressed as (Vx / λ) Lfl ) Δt (αkfl-αlagfl(n-1)); The correction data for the right front tire can be expressed as (Vx / λ) Lfr ) Δt (αkfr-αlagfr(n-1)); The correction data for the left rear tire can be expressed as (Vx / λ) Lrl ) Δt (αkrl-αlagrl(n-1)); The correction data for the right rear tire can be expressed as (Vx / λ) Lrr ) Δt (αkrr-αlagrr(n-1)); where: Vx represents the longitudinal vehicle speed; Δt represents the software running cycle (the time step of the algorithm execution, such as 10ms=0.01s, unit: s); αkfl, αkfr, αkrl, αkrr represent the vehicle slip angle calculated by vehicle motion geometry; αlag(n-1) is the dynamic slip angle of the wheel at the previous moment (historical value, to ensure the continuity of calculation, unit: °); when αkfl>αlag(n-1): the correction data is positive, the dynamic slip angle increases, and approaches the theoretical value; when αkfl<αlag(n-1): the correction data is negative, the dynamic slip angle decreases, and approaches the theoretical value; when αkfl=αlag(n-1): the correction data is 0, the dynamic slip angle remains unchanged (reaching a stable state).

[0086] In this embodiment, by integrating dynamic response factors with multi-dimensional hysteresis effects, correction data that can be directly used for quantification correction of the slip angle is obtained. This achieves a one-to-one correspondence between the quantification degree of the tire slip angle hysteresis characteristics and the slip angle correction magnitude. It solves the core pain points in related technologies, such as the lack of clear physical basis for the slip angle correction amount, the disconnect between the correction degree and the actual tire hysteresis characteristics, and the tendency to overcorrect or undercorrect. It provides a core correction benchmark for subsequent iterative calculation of the dynamic slip angle, and opens up the logical link of "hysteresis characteristic quantification and slip angle correction". From the parameter level, it ensures that the final output slip angle conforms to the actual physical deformation state of the tire.

[0087] S122. Based on the corrected data and the dynamic sideslip angle of each tire at the previous moment, determine the dynamic sideslip angle of each tire at the current moment.

[0088] Specifically, for the four tires of the vehicle (left front, right front, left rear, and right rear), the dynamic slip angle of the corresponding tire in the previous control cycle, the current correction data calculated in step S121, and the theoretical slip angle at the current moment are retrieved independently to ensure that the dynamic slip angle of each tire is calculated independently and to adapt to the independent deformation state of different tires. The retrieved parameters are substituted into the preset first-order inertial recursive model to calculate the dynamic slip angle at the current moment.

[0089] For example, the dynamic slip angle αlag(n) of each tire is determined by the following formula: αlagfl(n)=αlagfl(n-1)+(Vx / λ Lfl ) Δt (αkfl-αlagfl(n-1)); αlagfr(n)=αlagfr(n-1)+(Vx / λ Lfr ) Δt (αkfr-αlagfr(n-1)); αlagrl(n)=αlagrl(n-1)+(Vx / λ Lrl ) Δt (αkrl-αlagrl(n-1)); αlagrr(n)=αlagrr(n-1)+(Vx / λ Lrr ) Δt (αkrr-αlagrr(n-1)).

[0090] In this embodiment, by combining the corrected data with the dynamic slip angle of the tire at the previous moment, the dynamic slip angle at the current moment is calculated using a time-series iterative method. This completely restores the physical process of the continuous establishment of the tire slip angle, solving the core pain points of related technologies such as ignoring the continuity of time sequence in slip angle calculation, being disconnected from the actual physical process of tire viscoelastic deformation, and having large deviations between the calculation results and the actual state. The obtained dynamic slip angle can closely match the actual lateral deformation state of the tire under the current working conditions, providing a real and reliable core input for the subsequent calculation of vehicle lateral force, fundamentally ensuring the accuracy and working condition adaptability of the final vehicle lateral control.

[0091] In the above scheme, S121 maps the dynamic response factor, which integrates multiple influencing factors, into correction data that characterizes the degree of theoretical slip angle hysteresis correction. This achieves a one-to-one correspondence between the quantitative results of the tire slip angle hysteresis characteristics and the slip angle correction magnitude, avoiding the problems of related technologies having no clear physical basis for correction and being prone to over- or under-correction. Then, S122 uses the correction data as the core correction benchmark, combined with the dynamic slip angle of the tire at the previous moment, and adopts a first-order inertial time-series recursive method that conforms to the tire rubber viscoelastic deformation law to calculate the dynamic slip angle at the current moment that conforms to the actual deformation process of the tire. This completely restores the physical process of the continuous establishment of the tire slip angle, solving the core pain point of related technologies' slip angle calculation ignoring the continuity of time and being disconnected from the actual physical state of the tire. This fundamentally ensures the authenticity and accuracy of the slip angle calculation and lays a solid foundation for the core parameters of the subsequent lateral force solution.

[0092] In some embodiments, such as Figure 4 As shown, the lateral force of the vehicle is determined based on the dynamic sideslip angle. Taking the vehicle controller as the executing entity as an example, it includes: S131. Based on the mapping relationship between dynamic slip angle and basic lateral force, determine the basic lateral force of each tire.

[0093] Among them, the basic lateral force refers to the initial lateral force of the tire calculated under ideal bench test conditions based on the inherent correspondence between the tire slip angle and the lateral force. It is a reference value of the lateral force without considering the interference factors such as road surface, tire pressure, and wear in actual driving conditions. It is the core basis for subsequent working condition corrections, and the unit is N (Newtons). For example, under ideal dry asphalt road conditions, rated tire pressure, and standard vertical load test conditions, when the tire slip angle is 2°, the corresponding basic lateral force is 2400N. This value is the initial basic lateral force of the tire at that slip angle. The preset mapping relationship between dynamic slip angle and basic lateral force refers to the one-to-one correspondence between the tire dynamic slip angle and basic lateral force, which is obtained in advance through tire bench dynamics tests and real vehicle road tests. It is the core basis for realizing the conversion of slip angle to lateral force in this step. Its form can include one-dimensional / multi-dimensional lookup table mapping table, linear / nonlinear fitting formula, tire mechanical model formula, etc., following the core physical law of tire dynamics: within the linear working range, the tire lateral force and slip angle have a positive linear correlation; the larger the slip angle, the larger the corresponding basic lateral force.

[0094] Specifically, for the four tires (left front, right front, left rear, and right rear) of the vehicle, the dynamic slip angle of each tire at the current moment is retrieved independently. Simultaneously, a dynamic slip angle-basic lateral force mapping relationship matching the tire model, pre-stored in the vehicle controller's non-volatile memory, is retrieved to ensure that the basic lateral force of each tire is calculated independently, adapting to the differences in slip angles caused by variations in steering angle, mounting position, and load distribution among different tires. The retrieved dynamic slip angle at the current moment is substituted into the preset mapping relationship, and the tire's basic lateral force is matched one-to-one with that slip angle through table lookup or formula calculation. The calibration of the mapping relationship covers the complete linear operating range of the tire's slip characteristics, ensuring calculation accuracy under all operating conditions.

[0095] In this embodiment, the dynamic slip angle calculated in the front-end steps, which conforms to the actual physical deformation state of the tire, is used as the sole core input. The basic lateral force of the tire is determined through a pre-calibrated mapping relationship. This solves the core pain point in related technologies where the input parameters are out of sync with the actual state of the tire and the calculation of the basic lateral force is distorted when the lateral force is calculated using the ideal theoretical slip angle. This provides a reliable initial benchmark for the subsequent correction calculation of the real lateral force, ensuring the accuracy of the vehicle's lateral force calculation from the input source and completely opening up the core logical link of "quantification of slip angle hysteresis characteristics and solution of real lateral force".

[0096] S132. After correcting the basic lateral force, the actual lateral force of each tire is obtained.

[0097] The actual lateral force indicates the tire's actual lateral force under real-world driving conditions after correction to the baseline lateral force. It reflects actual boundary conditions such as road surface adhesion, tire load, tire pressure, and wear, and has undergone reliability verification. It is a core parameter that accurately reflects the tire's lateral force limit and the vehicle's lateral dynamics, and is the fundamental basis for subsequent calculations of the vehicle's lateral force. For example, the baseline lateral force under ideal test conditions is 2400N. However, under wet road conditions, the tire adhesion limit decreases. After comprehensive correction and reliability verification, the actual output lateral force is only 1440N, which is the true lateral force reflecting real-world driving conditions.

[0098] Specifically, for each tire, corresponding operating condition correction parameters are collected / retrieved, including the road adhesion coefficient identified by the vehicle stability system, the real-time vertical load of the tire collected by the suspension load sensor, the real-time tire pressure collected by the tire pressure sensor, and pre-stored tire wear data. The tire lateral force scaling factor is determined, and the basic lateral force of the tire calculated in step S131 is retrieved. Based on the tire lateral force scaling factor, the comprehensive lateral force correction factor for the corresponding tire is determined. Simultaneously, based on the tire vertical load change rate, the estimated road adhesion coefficient, and the tire slip ratio, the lateral force reliability coefficient for the tire is determined. Then, the basic lateral force is corrected using the formula "True lateral force = Basic lateral force × Comprehensive correction factor × Lateral force reliability coefficient" to obtain the true lateral force of the tire. The comprehensive correction factor is the product of the sub-correction coefficients for each operating condition dimension, ensuring complete coverage of multi-dimensional operating condition factors. The lateral force reliability coefficient ranges from 0 to 1 and is used to quantify the reliability of the tire lateral force estimation result under the current operating condition.

[0099] For example, the actual lateral force of each tire can be expressed by the following formula: Fy fl =Fyα fl λ fl ×λ fyfl ; Fy fr =Fyα fr λ fr ×λ fyfr ; Fy rl =Fyα rl λ rl ×λ fyrl ; Fy rr =Fyα rr λ rr ×λ fyrr ; Where, λ fl , λ fr , λ rl , λ rr λ represents the scaling factor for tire lateral force. fyfl , λ fyfr , λ fyrl , λ fyrr This represents the lateral force reliability coefficient of the corresponding tire.

[0100] In this embodiment, by adapting and correcting the basic lateral force under ideal test conditions to actual driving conditions, and introducing an independent lateral force credibility coefficient for condition credibility verification, the core pain points of the basic lateral force not considering actual driving condition interference such as road surface adhesion, tire vertical load, and tire pressure wear, and not filtering the credibility of the estimated results under abnormal conditions, resulting in a large deviation from the actual output lateral force of the tire, are addressed. The obtained true lateral force can closely match the tire force boundary and physical limit under the current actual driving conditions of the vehicle. At the same time, invalid data under abnormal conditions such as ground contact fluctuation and tire slippage are filtered out, providing real and reliable single-wheel force data for the subsequent integrated calculation of the vehicle's lateral force, further improving the accuracy and adaptability of the vehicle's lateral force calculation across all driving conditions.

[0101] S133. The lateral force of the vehicle is obtained by summing the actual lateral forces of each tire.

[0102] Specifically, the overall lateral motion of a vehicle is determined by the lateral forces of its four tires. Different tires exhibit variations in the magnitude and direction of their lateral forces due to differences in installation position, steering angle, and load distribution. For example, when a vehicle turns left, the lateral forces of the left and right tires are in the same direction, along the positive Y-axis. When the vehicle experiences a fishtailing instability, the lateral forces of the rear wheels will be in the opposite direction to those of the front wheels. In this case, vector summation is necessary to obtain the true overall vehicle lateral force; direct algebraic summation would completely distort the force representation. The true lateral forces of all four tires are uniformly converted to the vehicle's center-of-gravity coordinate system, and their signs are distinguished according to coordinate system rules: lateral forces moving left along the Y-axis are recorded as positive, and lateral forces moving right along the Y-axis are recorded as negative, ensuring a consistent reference point for all forces. The total lateral force of the vehicle is obtained by algebraically summing the true lateral forces of the four tires, with both positive and negative signs.

[0103] In this embodiment, the total lateral force of the vehicle is obtained by vector accumulation and integration of the actual lateral forces of the four tires in accordance with the vehicle coordinate system rules. This realizes the complete transformation from the independent force of a single wheel to the overall lateral force state of the vehicle. It solves the core pain point of the vehicle lateral force calculation in related technologies, which does not consider the difference in the force direction of a single wheel and the distortion of the vehicle force representation caused by uneven load distribution. The obtained vehicle lateral force can completely reflect the overall lateral dynamic state of the vehicle, providing a reliable and unique core control basis for the subsequent execution of vehicle lateral control strategies.

[0104] S134. Control the vehicle based on lateral force.

[0105] Specifically, when the lateral force exceeds a preset stability threshold, it indicates that the vehicle has entered a high-risk extreme condition, posing an extremely high risk of lateral instability. This can easily lead to dangerous situations such as understeer (pushing), oversteer (fishtailing), lateral skidding, or even rollover. This high-risk extreme condition is common in scenarios such as high-speed emergency lane changes, sharp turns at large angles, and steering on wet / icy low-traction surfaces. Based on this, yaw moment compensation control is implemented to obtain the vehicle's current yaw rate. The current steering instability type is then identified based on this yaw rate; that is, based on the current steering wheel angle and the vehicle's longitudinal velocity... The desired yaw rate of the vehicle is calculated using a linear two-degree-of-freedom vehicle model. The difference between the actual measured current yaw rate and the desired yaw rate is calculated to obtain the yaw rate deviation. Based on the sign and magnitude of the yaw rate deviation, combined with a preset instability judgment threshold, the current steering instability type of the vehicle is identified: when the yaw rate deviation is negative and its absolute value is greater than the preset instability judgment threshold, the vehicle is determined to be in an understeering state; when the yaw rate deviation is positive and its absolute value is greater than the preset instability judgment threshold, the vehicle is determined to be in an oversteering state.

[0106] Depending on the type of steering instability, the vehicle stability system applies braking torque to the wheels to adjust the vehicle's yaw rate and suppress instability; that is, when the vehicle is understeer, braking torque is applied to the inner rear wheels; when the vehicle is oversteer, braking torque is applied to the outer front wheels.

[0107] Specifically, when the lateral force is less than the preset comfort threshold, it indicates that the vehicle is in a normal, stable driving condition with no risk of lateral instability. This condition is common in everyday driving scenarios such as low-speed cruising in urban areas, high-speed straight driving, and slight, smooth steering. At this time, the core control requirement of the vehicle has shifted from driving safety to ride comfort. Based on this, roll suppression control is implemented on the vehicle by adjusting the suspension stiffness and damping through the active suspension system or electronically controlled shock absorbers to suppress vehicle roll and improve ride comfort. The preset stability threshold refers to a pre-calibrated critical value of lateral force used to determine whether the vehicle has a risk of lateral instability. When the vehicle's lateral force exceeds this threshold, it indicates that the vehicle's lateral instability is at risk. If the lateral force exceeds the safe range, there is a risk of instability such as sideslip and fishtailing. The preset comfort threshold refers to the pre-calibrated critical value of lateral force used to determine whether the vehicle is in a normal and stable driving state. When the lateral force of the vehicle is lower than this threshold, it means that the lateral force of the vehicle is small and there is no risk of instability. Ride comfort can be optimized first. The preset stability threshold and preset comfort threshold can be adaptively adjusted according to the vehicle's longitudinal speed and the road adhesion coefficient. The higher the speed, the smaller the stability threshold, so as to adapt to the higher requirements for stability under high-speed conditions. The actuators of lateral control include at least one of the following: vehicle stability system, active suspension system, electronically controlled shock absorber system, and electric power steering system.

[0108] In this embodiment, the lateral force, which characterizes the actual force state of the vehicle, is used as the sole core basis for lateral control of the vehicle. This solves the problems of distorted lateral control basis, insufficient control accuracy, and poor adaptability to working conditions in the prior art. It enables the control commands to be highly matched with the actual lateral dynamic state of the vehicle. The yaw rate deviation method is used to identify the type of steering instability, which effectively improves the stability, handling, and ride comfort of the vehicle and ensures the driving safety of the vehicle under complex working conditions.

[0109] In the above scheme, S111 performs invalid value threshold filtering, steering reversal state identification, and preset time window statistics on steering wheel data to quantify the steering wheel frequency, which can characterize the frequency and intensity of the driver's steering operations. Then, S112, based on the frequency-coefficient mapping relationship calibrated in a pre-test, converts the steering frequency into a steering relaxation coefficient, which can quantify the influence of steering operations on the hysteresis characteristics of the sideslip angle. At the same time, S113 combines the tire's previous hysteresis state data and the tire's own inherent sideslip physical data to determine the sideslip relaxation coefficient, which can quantify the influence of the tire's own characteristics on the hysteresis characteristics. This completely realizes the two core functions of steering operation and the tire's own inherent characteristics. The independent and refined quantification of the influence of dimensions on the hysteresis characteristics provides reliable sub-parameter support for the multi-dimensional fusion calculation of dynamic response factors. S134 controls the vehicle through lateral force, enabling the control commands to be highly matched with the actual lateral dynamic state of the vehicle, effectively improving the vehicle's stability, handling, and ride comfort, and ensuring the vehicle's driving safety under complex conditions. It solves the core pain points of existing technologies, such as one-sided consideration of the influencing factors of hysteresis, the use of fixed calibration values, and the inability to adapt to real-time operating conditions and the actual state of the tire. It improves the comprehensiveness and accuracy of tire hysteresis characteristic quantification from the source of parameters, laying the core logical foundation for subsequent full-link calculation of hysteresis and lateral force.

[0110] In addition, such as Figure 5 As shown, Figure 5 This is a schematic diagram of a vehicle control device 500 provided in an embodiment of this application. The vehicle control device 500 includes: The acquisition module 501 is used to acquire the dynamic response factors of each tire of the vehicle. The dynamic response factors are used to characterize the hysteresis of the tire's slip angle response under the current operating conditions. The determination module 502 is used to determine the dynamic sideslip angle of each tire at the current moment based on the dynamic response factor and the dynamic sideslip angle of each tire at the previous moment. The dynamic sideslip angle is the actual value of the sideslip angle that characterizes the physical hysteresis characteristics of the tire. The control module 503 is used to control the vehicle based on the dynamic sideslip angle.

[0111] In the above scheme, by obtaining a dynamic response factor to characterize the lag of the tire's slip angle response under the current operating conditions, the overall comprehensive influence of the slip angle lag characteristics of a single tire under the current driving conditions is quantitatively characterized. Then, based on this dynamic response factor and the dynamic slip angle of each tire at the previous moment, the dynamic slip angle at the current moment is calculated, so that the slip angle can truly match the actual physical state of the tire, avoiding the deviation caused by using only ideal calculation values. As a result, the vehicle lateral force determined based on this dynamic slip angle that fits the actual operating conditions is closer to the actual force situation of the vehicle. Finally, lateral control of the vehicle is performed based on the lateral force, which can match the control command with the actual lateral dynamic state of the vehicle, effectively improving the accuracy and reliability of vehicle lateral control.

[0112] In one specific embodiment, the acquisition module 501 is further configured to: Obtain the steering relaxation coefficient, load relaxation coefficient, and side slip relaxation coefficient for each tire. The steering relaxation coefficient is used to represent the degree of influence of steering wheel operation on the tire side slip angle response speed. The load relaxation coefficient is used to represent the degree of influence of wheel vertical load on the tire side slip angle response speed. The side slip relaxation coefficient is used to represent the degree of influence of the tire's own physical characteristics on the tire side slip angle response speed. The dynamic response factor of each tire is determined based on the steering relaxation coefficient, load relaxation coefficient, and side slip relaxation coefficient of each tire.

[0113] In one specific embodiment, the acquisition module 501 is further configured to: Determine the steering wheel frequency based on the vehicle's steering wheel data; The steering relaxation coefficient is determined based on the steering wheel steering frequency and the preset mapping relationship between the steering wheel steering frequency and the steering relaxation coefficient.

[0114] In one specific embodiment, the acquisition module 501 is further configured to: Threshold filtering is performed on the steering wheel angular velocity to obtain the target angular velocity, which is used to characterize the angular velocity of the actual steering wheel movement; The steering wheel steering transition state is identified based on the target angular velocity. The transition state is used to indicate the state in which the steering wheel steering direction changes. The number of times the state changes within a preset time window is counted to determine the steering wheel turning frequency.

[0115] In one specific embodiment, the acquisition module 501 is further configured to: Based on the hysteresis data of each tire at the previous moment, tire physical data, and the rate of change of the vehicle's center of gravity sideslip angle, the sideslip relaxation coefficient is determined. The hysteresis data is used to indicate the hysteresis state of the tire's sideslip angle at the previous moment, the tire physical data is used to indicate the physical parameters related to the tire's inherent sideslip characteristics, and the rate of change of the center of gravity sideslip angle is used to characterize the degree of change in the vehicle's lateral motion state.

[0116] In one specific embodiment, the determining module 502 is further configured to: Based on the dynamic response factor, the correction data for each tire is determined. The correction data is used to indicate the correction ratio for correcting the theoretical slip angle based on the physical hysteresis characteristics of the tire slip angle. Based on the corrected data and the dynamic sideslip angle of each tire at the previous moment, the dynamic sideslip angle of each tire at the current moment is determined.

[0117] In one specific embodiment, the determining module 502 is further configured to: Based on the mapping relationship between dynamic slip angle and basic lateral force, the basic lateral force of each tire is determined. The basic lateral force is used to indicate the initial lateral force of the tire. After correcting the base lateral force, the actual lateral force of each tire is obtained; The lateral force of the vehicle is obtained by summing the actual lateral forces of each tire. Vehicle control is achieved based on lateral forces.

[0118] In one specific embodiment, the determining module 502 is further configured to: Determine the comprehensive lateral force correction factor and lateral force confidence factor for each tire separately; The true lateral force is obtained by multiplying the basic lateral force, the comprehensive lateral force correction coefficient, and the lateral force reliability coefficient.

[0119] In one specific embodiment, the control module 503 is further configured to: When the lateral force exceeds the preset stability threshold, the vehicle is controlled to compensate for yaw moment based on the lateral force. When the lateral force is less than the preset comfort threshold, the vehicle roll suppression control is performed based on the lateral force.

[0120] In one specific embodiment, the control module 503 is further configured to: Obtain the vehicle's current yaw rate; Based on the yaw rate, identify the current steering instability type of the vehicle; When the vehicle is understeer, apply braking torque to the inner rear wheel of the vehicle; When the vehicle is in an oversteer state, a braking torque is applied to the outer front wheel of the vehicle.

[0121] In one specific embodiment, the control module 503 is further configured to: Identify the vehicle's current steering direction; Based on the steering direction, the stiffness and damping of the outer steering suspension are increased, while the stiffness and damping of the inner steering suspension are decreased to counteract the body roll moment.

[0122] Regarding the apparatus in the above embodiments, the specific manner in which each unit performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0123] This embodiment also provides a vehicle, including: the vehicle executing any of the optional vehicle control methods described above, thus achieving the same effect as the above implementation methods.

[0124] The beneficial effects of the above embodiments can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0125] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0126] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0127] In the description of this application, it should be understood that if the terms "upper", "lower", "front", "rear", "left" and "right" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the position or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0128] It should be noted that, in this document, relational terms such as "first" and "second" are used only 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. It should also be noted that 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 process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0129] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A vehicle control method, characterized in that, The method includes: The steering relaxation coefficient, load relaxation coefficient, and sideslip relaxation coefficient of each tire are obtained. The steering relaxation coefficient represents the influence of steering wheel operation on the tire's sideslip angle response speed. The load relaxation coefficient represents the influence of wheel vertical load on the tire's sideslip angle response speed. The sideslip relaxation coefficient represents the influence of the tire's own physical characteristics on the tire's sideslip angle response speed. The steering relaxation coefficient, load relaxation coefficient, and sideslip relaxation coefficient of each tire are fused to obtain the dynamic response factor of each tire. The dynamic response factor is used to characterize the lag of the tire's sideslip angle response under the current operating conditions. Based on the dynamic response factor and the dynamic sideslip angle of each tire at the previous moment, the dynamic sideslip angle of each tire at the current moment is determined. The dynamic sideslip angle is the actual value of the sideslip angle that characterizes the physical hysteresis characteristics of the tire. The vehicle is controlled based on the dynamic sideslip angle. The step of determining the dynamic sideslip angle of each tire at the current moment based on the dynamic response factor and the dynamic sideslip angle of each tire at the previous moment includes: Based on the dynamic response factor, correction data for each tire is determined, and the correction data is used to indicate the correction ratio for correcting the theoretical slip angle based on the physical hysteresis characteristics of the tire slip angle. Based on the corrected data and the dynamic sideslip angle of each tire at the previous moment, the dynamic sideslip angle of each tire at the current moment is determined. The theoretical sideslip angle is the theoretical sideslip angle at the current moment calculated based on the vehicle kinematics model, the current longitudinal speed of the vehicle, and the control cycle.

2. The vehicle control method according to claim 1, characterized in that, The method further includes: Based on the vehicle's steering wheel data, the steering wheel frequency is determined; The steering relaxation coefficient is determined based on the steering wheel steering frequency and the preset mapping relationship between the steering wheel steering frequency and the steering relaxation coefficient.

3. The vehicle control method according to claim 2, characterized in that, The steering wheel data includes steering wheel angular velocity, and determining the steering wheel frequency based on the vehicle's steering wheel data includes: The steering wheel angular velocity is subjected to threshold filtering to obtain the target angular velocity, which is used to characterize the angular velocity of the actual steering action of the steering wheel; The steering wheel steering change state is identified based on the target angular velocity, and the change state is used to indicate the state in which the steering wheel steering direction changes. The number of times the transition state occurs within a preset time window is counted to determine the steering wheel turning frequency.

4. The vehicle control method according to claim 1, characterized in that, The method further includes: The slip relaxation coefficient is determined based on the hysteresis data of each tire at the previous moment, the tire physical data, and the rate of change of the vehicle's center of gravity slip angle. The hysteresis data is used to indicate the hysteresis state of the tire's slip angle at the previous moment, the tire physical data is used to indicate the physical parameters related to the tire's inherent slip characteristics, and the rate of change of the center of gravity slip angle is used to characterize the degree of change in the vehicle's lateral motion state.

5. The vehicle control method according to claim 1, characterized in that, The control of the vehicle based on the dynamic sideslip angle includes: Based on the mapping relationship between the dynamic slip angle and the basic lateral force, the basic lateral force of each tire is determined, and the basic lateral force is used to indicate the initial lateral force of the tire. The actual lateral forces of each tire are obtained by correcting the basic lateral forces. The lateral force of the vehicle is obtained by summing the actual lateral forces of each tire. The vehicle is controlled based on the lateral force.

6. The vehicle control method according to claim 5, characterized in that, The process of correcting the base lateral force to obtain the actual lateral force of each tire includes: Determine the comprehensive lateral force correction factor and lateral force confidence factor for each tire separately; The true lateral force is obtained by multiplying the basic lateral force, the comprehensive lateral force correction coefficient, and the lateral force reliability coefficient.

7. The vehicle control method according to claim 5, characterized in that, The control of the vehicle based on the lateral force includes: When the lateral force is greater than a preset stability threshold, the vehicle is subjected to yaw moment compensation control based on the lateral force. When the lateral force is less than a preset comfort threshold, the vehicle is subjected to roll suppression control based on the lateral force.

8. The vehicle control method according to claim 7, characterized in that, The method further includes: Obtain the vehicle's current yaw rate; Based on the yaw rate, identify the current steering instability type of the vehicle; When the vehicle is understeer, a braking torque is applied to the inner rear wheel of the vehicle; When the vehicle is in an oversteer state, a braking torque is applied to the outer front wheel of the vehicle.

9. The vehicle control method according to claim 7, characterized in that, The roll suppression control of the vehicle based on the lateral force includes: Identify the current steering direction of the vehicle; Based on the steering direction, the stiffness and damping of the outer steering suspension are increased, while the stiffness and damping of the inner steering suspension are decreased to counteract the body roll moment.

10. A vehicle, characterized in that, include: The vehicle performs the vehicle control method as described in any one of claims 1 to 9.

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