A control method of a vehicle, a vehicle, and a storage medium

Abstract

This application provides a vehicle control method, a vehicle, and a storage medium. The method, applied in the field of vehicle chassis technology, includes: acquiring the pitch angle between the vehicle's pitch center and the wheel centers, and acquiring the nose-dive angle between the pitch center and the wheel contact points; determining a target driving torque and a target braking torque based on the pitch angle, nose-dive angle, and a desired pitch angle; and controlling the vehicle based on the target driving torque and target braking torque to enable the vehicle to travel at the desired pitch angle. This method can improve vehicle driving posture stability and enhance the driving experience by controlling the vehicle's driving torque and braking torque to enable the vehicle to travel at the desired pitch angle.

Description

Technical Field

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

[0002] With the rapid development of new energy vehicle technology, vehicle power response performance has been significantly improved. In particular, pure electric vehicles, thanks to the characteristics of electric motor drive, have superior power performance compared to traditional fuel vehicles: rapid power output response, achieving millisecond-level torque output, and rapid acceleration from a standstill, which can meet users' needs for efficient and convenient travel.

[0003] However, the high torque and fast response of a vehicle's dynamic characteristics can cause a sharp increase in the pitch moment acting on the vehicle's pitch center, leading to significant body pitch. Excessive body pitch not only compromises vehicle stability but also severely impacts the driving experience, significantly reducing ride comfort. Summary of the Invention

[0004] This application provides a vehicle control method, a vehicle, and a storage medium. The method can control the vehicle's drive torque and braking torque to enable the vehicle to travel based on a desired pitch angle, thereby improving the vehicle's driving posture stability and enhancing the driving experience.

[0005] In a first aspect, a vehicle control method is provided, the method comprising: acquiring the pitch angle between the pitch center of the vehicle and the wheel center of the vehicle, and acquiring the pitch angle between the pitch center and the wheel contact point of the vehicle; determining a target driving torque and a target braking torque based on the pitch angle, the pitch angle and the desired pitch angle; and controlling the vehicle based on the target driving torque and the target braking torque so that the vehicle travels at the desired pitch angle.

[0006] In the above technical solution, the vehicle's pitch angle can be obtained by acquiring the angle between the pitch center and the wheel center, and the vehicle's nose-dive angle can be obtained by acquiring the angle between the pitch center and the wheel contact point. Using the pitch angle, nose-dive angle, and desired pitch angle, the target driving torque and target braking torque are determined, enabling the vehicle to travel based on the desired pitch angle. This achieves the suppression of vehicle pitch through coordinated control of driving and braking torques. Furthermore, the distribution of front and rear torques and coordinated braking control jointly suppress vehicle pitch, improving the smoothness of vehicle acceleration during start-up, enhancing vehicle stability, and improving the driving experience.

[0007] In conjunction with the first aspect, in some possible implementations, the target driving torque and target braking torque are determined based on the pitch angle, nose-dive angle, and desired pitch angle, including: determining the driving anti-pitch torque based on the vehicle's driving torque and pitch angle; determining the braking anti-pitch torque based on the vehicle's braking torque and nose-dive angle; and determining the target driving torque and target braking torque based on the desired pitch angle, driving anti-pitch torque, and braking anti-pitch torque.

[0008] In the above technical solution, the anti-pitch geometry of the suspension is fully considered. Based on the driving torque and pitch angle, the driving anti-pitch torque generated by the driving torque can be accurately determined. Based on the braking torque and pitch angle, the braking anti-pitch torque generated by the braking torque can be accurately determined. Thus, by controlling the driving torque and braking torque, the vehicle's anti-pitch angle can be suppressed efficiently and accurately.

[0009] Combining the first aspect and the above implementation methods, in some possible implementation methods, the pitch angle includes: a first pitch angle corresponding to the front wheels and a second pitch angle corresponding to the rear wheels; the driving torque includes the front wheel driving torque and the rear wheel driving torque; and the driving anti-pitch moment is determined based on the vehicle's driving torque and pitch angle, including: determining the front wheel driving anti-pitch moment based on the first pitch angle, the front wheel driving torque, the tire radius, and the distance from the vehicle's center of gravity to the front axle; determining the rear wheel driving anti-pitch moment based on the second pitch angle, the rear wheel driving torque, the tire radius, and the distance from the vehicle's center of gravity to the rear axle; and using both the front wheel driving anti-pitch moment and the rear wheel driving anti-pitch moment as the driving anti-pitch moment.

[0010] In the above technical solution, considering that both the front-wheel drive torque and the rear-wheel drive torque will generate anti-pitch moment, the anti-pitch moment generated by the front-wheel drive torque, wheel radius, the first pitch angle corresponding to the front wheel and the distance from the center of gravity to the front axle, and the rear-wheel drive torque, the second pitch angle corresponding to the rear wheel and the distance from the center of gravity to the rear axle can be accurately calculated respectively, thereby improving the accuracy of the driving anti-pitch moment.

[0011] Combining the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the pitch angle includes: a first pitch angle corresponding to the front wheel and a second pitch angle corresponding to the rear wheel; the braking torque includes the front wheel braking torque and the rear wheel braking torque; based on the vehicle's braking torque and pitch angle, the braking anti-pitch torque is determined, including: determining the front wheel braking anti-pitch torque based on the first pitch angle, the front wheel braking torque, the tire radius, and the distance from the vehicle's center of gravity to the front axle; determining the rear wheel braking anti-pitch torque based on the second pitch angle, the rear wheel braking torque, the tire radius, and the distance from the vehicle's center of gravity to the rear axle; and using both the front wheel braking anti-pitch torque and the rear wheel braking anti-pitch torque as the braking anti-pitch torque.

[0012] In the above technical solution, considering that both the front wheel braking torque and the rear wheel braking torque will generate anti-pitch moment, the anti-pitch moment generated by the front wheel braking torque, wheel radius, the first pitch angle corresponding to the front wheel and the distance from the center of gravity to the front axle, and the rear wheel braking torque, the second pitch angle corresponding to the rear wheel and the distance from the center of gravity to the rear axle can be accurately calculated respectively, thereby improving the accuracy of the braking anti-pitch moment.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the target driving torque and target braking torque are determined based on the desired pitch angle, driving anti-pitch torque, and braking anti-pitch torque, including: determining the vehicle's load transfer torque based on the vehicle's total weight, center of gravity height, and longitudinal acceleration; determining the target pitch torque based on the load transfer torque, driving anti-pitch torque, and braking anti-pitch torque; and determining the target driving torque and target braking torque based on the desired pitch angle and target pitch torque.

[0014] In the above technical solution, the torque generated by load transfer of the vehicle can be calculated by using the vehicle weight, longitudinal acceleration, and vehicle center of gravity height. This torque is the load transfer torque that causes the vehicle to pitch. The driving anti-pitch torque and braking anti-pitch torque are the torques that suppress the vehicle from pitching. Based on the load transfer torque, driving anti-pitch torque, and braking anti-pitch torque, the target pitch torque that actually causes the vehicle to pitch can be determined. This facilitates the subsequent calculation of the target driving torque and target braking torque based on the target pitch torque and the desired pitch angle.

[0015] Combining the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the target driving torque and target braking torque are determined based on the desired pitch angle and the target pitch moment, including: determining the transfer function based on the vehicle's moment of inertia, suspension damping coefficient, vehicle stiffness, and complex variables; the transfer function characterizes the mapping relationship between the pitch moment and the pitch angle; determining the theoretical pitch angle based on the target pitch moment and the transfer function; and determining the target driving torque and target braking torque based on the theoretical pitch angle and the desired pitch angle.

[0016] In the above technical solution, the vehicle's moment of inertia, suspension damping coefficient, and vehicle stiffness can fully reflect the inertia, damping, and stiffness characteristics of the vehicle body's pitch. By using the vehicle's moment of inertia, suspension damping coefficient, vehicle stiffness, and complex variables, a real, reliable transfer function model that conforms to the vehicle's pitch motion can be constructed, thereby achieving accurate representation and calculation of the pitch attitude.

[0017] Combining the first aspect and the above implementation methods, in some possible implementation methods, the target driving torque and target braking torque are determined based on the theoretical pitch angle and the desired pitch angle, including: adjusting the vehicle's driving torque and braking torque with the theoretical pitch angle equal to the desired pitch angle as the target, to obtain the target driving torque and target braking torque.

[0018] In the above technical solution, the vehicle's driving torque and braking torque are adjusted with the desired pitch angle as the target to obtain the target driving torque and target braking torque. This ensures that when the vehicle is subsequently controlled based on the target driving torque and target braking torque, the vehicle's pitch angle reaches the desired pitch angle, thus ensuring the vehicle's attitude stability during driving.

[0019] Combining the first aspect and the above implementation methods, in some possible implementation methods, the driving torque includes the front wheel driving torque and the rear wheel driving torque, and the braking torque includes the front wheel braking torque and the rear wheel braking torque. With the theoretical pitch angle equal to the desired pitch angle as the target, the vehicle's driving torque and braking torque are adjusted to obtain the target driving torque and target braking torque. This includes: adjusting the front wheel driving torque and the rear wheel driving torque, and simultaneously adjusting the front wheel braking torque and the rear wheel braking torque, so that the theoretical pitch angle equals the desired pitch angle; when the theoretical pitch angle equals the desired pitch angle, the adjusted front wheel driving torque and the adjusted rear wheel driving torque are used as the target driving torque, and the adjusted front wheel braking torque and the adjusted rear wheel braking torque are used as the target braking torque.

[0020] In a second aspect, a vehicle control device is provided, comprising: an acquisition module for acquiring the pitch angle between the vehicle's pitch center and the wheel center, and the pitch angle between the pitch center and the wheel contact point; a determination module for determining a target driving torque and a target braking torque based on the pitch angle, the pitch angle, and the desired pitch angle; and a control module for controlling the vehicle based on the target driving torque and the target braking torque to make the vehicle travel at the desired pitch angle.

[0021] In conjunction with the second aspect, in some possible implementations, the determining module is specifically used to: determine the driving anti-pitch torque based on the vehicle's driving torque and pitch angle; determine the braking anti-pitch torque based on the vehicle's braking torque and pitch angle; and determine the target driving torque and target braking torque based on the desired pitch angle, driving anti-pitch torque, and braking anti-pitch torque.

[0022] Combining the second aspect and the above implementation methods, in some possible implementation methods, the pitch angle includes: a first pitch angle corresponding to the front wheels and a second pitch angle corresponding to the rear wheels; the driving torque includes the front wheel driving torque and the rear wheel driving torque; the determining module is specifically used to: determine the front wheel driving anti-pitch moment based on the first pitch angle, the front wheel driving torque, the tire radius, and the distance from the vehicle's center of gravity to the front axle; determine the rear wheel driving anti-pitch moment based on the second pitch angle, the rear wheel driving torque, the tire radius, and the distance from the vehicle's center of gravity to the rear axle; and use both the front wheel driving anti-pitch moment and the rear wheel driving anti-pitch moment as driving anti-pitch moments.

[0023] Combining the second aspect and the above implementation methods, in some possible implementation methods, the pitch angle includes: a first pitch angle corresponding to the front wheel and a second pitch angle corresponding to the rear wheel; the braking torque includes the front wheel braking torque and the rear wheel braking torque; the determining module is specifically used to: determine the front wheel braking anti-pitch torque based on the first pitch angle, the front wheel braking torque, the tire radius, and the distance from the vehicle's center of gravity to the front axle; determine the rear wheel braking anti-pitch torque based on the second pitch angle, the rear wheel braking torque, the tire radius, and the distance from the vehicle's center of gravity to the rear axle; and use both the front wheel braking anti-pitch torque and the rear wheel braking anti-pitch torque as braking anti-pitch torques.

[0024] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is specifically used to: determine the vehicle's load transfer torque based on the vehicle's total weight, center of gravity height, and longitudinal acceleration; determine the target pitch torque based on the load transfer torque, driving anti-pitch torque, and braking anti-pitch torque; and determine the target driving torque and target braking torque based on the desired pitch angle and the target pitch torque.

[0025] Combining the second aspect and the above implementation methods, in some possible implementation methods, the determining module is specifically used to: determine the transfer function based on the vehicle's moment of inertia, suspension damping coefficient, vehicle stiffness, and complex variables; the transfer function characterizes the mapping relationship between pitch moment and pitch angle; determine the theoretical pitch angle based on the target pitch moment and the transfer function; and determine the target driving torque and target braking torque based on the theoretical pitch angle and the desired pitch angle.

[0026] Combining the second aspect and the above implementation methods, in some possible implementation methods, the determining module is specifically used to: adjust the vehicle's driving torque and braking torque with the theoretical pitch angle equal to the desired pitch angle as the target, so as to obtain the target driving torque and target braking torque.

[0027] Combining the second aspect and the above implementation methods, in some possible implementation methods, the determining module is specifically used to: adjust the vehicle's driving torque and braking torque with the goal of the theoretical pitch angle equaling the desired pitch angle, to obtain the target driving torque and target braking torque, including: adjusting the front wheel driving torque and rear wheel driving torque, and simultaneously adjusting the front wheel braking torque and rear wheel braking torque, so that the theoretical pitch angle equals the desired pitch angle; when the theoretical pitch angle equals the desired pitch angle, the adjusted front wheel driving torque and adjusted rear wheel driving torque are used as the target driving torque, and the adjusted front wheel braking torque and adjusted rear wheel braking torque are used as the target braking torque.

[0028] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods of the first aspect or any possible implementation thereof.

[0029] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0030] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0031] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0032] Figure 2 This is a schematic diagram of a head-up angle provided in an embodiment of this application.

[0033] Figure 3 This is a schematic diagram of a nodding corner provided in an embodiment of this application.

[0034] Figure 4 This is a design drawing of a control system provided in an embodiment of this application.

[0035] Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

[0036] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0037] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0038] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0039] The high torque and fast response of a vehicle's power characteristics can cause a sharp increase in the pitch moment acting on the vehicle's pitch center, leading to significant body pitch. Excessive body pitch not only compromises vehicle stability but also severely impacts the driving experience, significantly reducing ride comfort.

[0040] In related technologies, the vertical support characteristics and vibration damping capabilities of the suspension are altered by adjusting the stiffness of the front and rear suspensions and the damping of the shock absorbers. When the vehicle accelerates, brakes, or travels on bumpy roads, the suspension's own mechanical characteristics constrain the vehicle's forward and backward tilting tendencies, thereby suppressing pitch angle fluctuations. However, relying solely on suspension stiffness and damping adjustments for pitch suppression has a limited adjustment range and is prone to over-adjustment, leading to a decrease in vehicle comfort.

[0041] In some solutions, the pitch angle of the vehicle can be controlled by controlling the distribution of driving force to the front and rear wheels. However, relying solely on the distribution of driving force for pitch adjustment results in a single adjustment dimension, which cannot adapt to the vehicle's nose-diving phenomenon under braking conditions. This leads to insufficient adjustment precision and does not take into account the vehicle's current posture, making it difficult to accurately match the desired pitch posture under different driving conditions.

[0042] Based on this, this application proposes a vehicle control method. By obtaining the pitch angle between the vehicle's pitch center and the wheel center, and the nose-dive angle between the pitch center and the wheel contact point, the current attitude of the vehicle can be determined. Based on the current attitude of the vehicle, the target driving torque and target braking torque are determined, and the driving torque and braking torque of the vehicle are controlled simultaneously to suppress the current pitch angle and nose-dive angle, ensuring that the vehicle can drive at the desired pitch angle under different driving conditions, thereby improving the stability of the vehicle's driving attitude and enhancing the driving experience.

[0043] Figure 1This is a schematic flowchart illustrating a vehicle control method provided in an embodiment of this application. The method is applied to a vehicle.

[0044] For example, such as Figure 1 As shown, the method 100 includes: Step 101: Obtain the pitch angle between the vehicle's pitch center and the wheel center, and obtain the pitch angle between the pitch center and the wheel contact point. Step 102: Determine the target driving torque and target braking torque based on the pitch angle, nose-up angle, and desired pitch angle; Step 103: Control the vehicle based on the target drive torque and target braking torque so that the vehicle travels based on the desired pitch angle.

[0045] exist Figure 1 In the illustrated embodiment, the vehicle's pitch angle can be obtained by acquiring the angle between the pitch center and the wheel center, and the vehicle's nose-dive angle can be obtained by acquiring the angle between the pitch center and the wheel contact point. Using the pitch angle, nose-dive angle, and desired pitch angle, target drive torque and target braking torque are determined, enabling the vehicle to travel based on the desired pitch angle. This achieves the suppression of vehicle pitch through coordinated control of drive torque and braking torque. Furthermore, the distribution of front and rear torques and coordinated braking control jointly suppress vehicle pitch, improving the smoothness of vehicle acceleration during start-up, enhancing vehicle stability, and improving the driving experience.

[0046] The following is about Figure 1 The specific implementation methods of each step in the illustrated embodiments are explained in detail below: In step 101, the pitch center refers to the instantaneous rotation center of the vehicle body relative to the axle during pitch motion. The pitch torque generated by the vehicle during acceleration or braking forms a rotational torque around this pitch center, thereby causing the vehicle body to pitch up or down.

[0047] The wheel center refers to the geometric center of the wheel, which is the center point of the wheel axle. The pitch angle between the vehicle's pitch center and the wheel center refers to the angle formed by the line connecting the vehicle's pitch center and the wheel center relative to the horizontal ground.

[0048] Specifically, a vehicle consists of front and rear wheels. The pitch center is usually located between the front and rear wheels. Therefore, the pitch angles corresponding to the front and rear wheels may be different. Thus, it is necessary to obtain the pitch angle between the pitch center and the center of the rear wheel of the vehicle, as well as the pitch angle between the pitch center and the center of the front wheel of the vehicle.

[0049] Figure 2 This is a schematic diagram of a head-up angle provided in an embodiment of this application.

[0050] For example, such as Figure 2 As shown, the pitch center is Figure 2 Point O in the diagram is the center of the front wheel. Figure 2 Point Q in the diagram is the center of the rear wheel. Figure 2 Point N in the middle.

[0051] like Figure 2 As shown, the angle formed by the line connecting the pitch center O and the front wheel center Q with respect to the horizontal ground is . The pitch angle between the pitch center and the center of the front wheel of the vehicle is then... The angle formed by the line connecting the pitch center O and the rear wheel center N with respect to the horizontal ground is . Then the pitch angle between the pitch center and the rear wheel center of the vehicle is... .

[0052] The wheel contact point refers to the center point where the wheel tire actually contacts the ground; it is also called the contact center point. The pitch angle between the vehicle's pitch center and the wheel contact point refers to the angle between the line connecting the vehicle's pitch center and the wheel contact point and the horizontal ground.

[0053] As in the above embodiment, the vehicle includes front wheels and rear wheels. The pitch center is usually located between the front wheels and the rear wheels. Therefore, the pitch angles corresponding to the front wheels and the rear wheels may be different. Therefore, it is necessary to obtain the pitch angle between the pitch center and the rear wheel contact point of the vehicle, as well as the pitch angle between the pitch center and the front wheel contact point of the vehicle.

[0054] Figure 3 This is a schematic diagram of a nodding corner provided in an embodiment of this application.

[0055] For example, such as Figure 3 As shown, the pitch center is Figure 3 Point O in the diagram is the point where the front wheel touches the ground. Figure 3 Point U in the middle, the rear wheel contact point is... Figure 3 Point W in the middle.

[0056] like Figure 3 As shown, the angle formed by the line connecting the pitch center O and the front wheel contact point U with respect to the horizontal ground is . The pitch angle between the pitch center and the front wheel contact point is... The angle formed by the line connecting the pitch center O and the rear wheel contact point W with respect to the horizontal ground is . Then the pitch angle between the pitch center and the rear wheel contact point of the vehicle is .

[0057] Understandably, a vehicle can determine the position of its pitch center and the positions of its wheels based on its suspension geometry. The wheel positions, in turn, determine the positions of the wheel centers and wheel contact points. Based on the positions of the pitch center, wheel centers, and wheel contact points, the aforementioned pitch angle and sag angle are calculated.

[0058] In step 102, the desired pitch angle is a pre-set maximum permissible pitch angle that meets the requirements for driving comfort. When the actual pitch angle of the vehicle does not exceed the desired pitch angle, user comfort can be guaranteed.

[0059] Based on the vehicle's pitch angle and head-up angle, the vehicle's torque can be analyzed to determine the pitch angle that the current torque will produce. Combined with the desired pitch angle, the drive torque and braking torque of the front and rear wheels can be adjusted to adjust the torque that produces the pitch angle, so that the vehicle's pitch angle matches the desired pitch angle. The drive torque and braking torque of the front and rear wheels when the desired pitch angle is met are then determined as the target drive torque and target braking torque.

[0060] In some embodiments, determining the target drive torque and target braking torque based on the pitch angle, nose-dive angle, and desired pitch angle includes: determining the drive anti-pitch torque based on the vehicle's drive torque and pitch angle; determining the braking anti-pitch torque based on the vehicle's braking torque and nose-dive angle; and determining the target drive torque and target braking torque based on the desired pitch angle, drive anti-pitch torque, and braking anti-pitch torque.

[0061] Driving torque refers to the rotational torque output by the drive motor or engine and transmitted to the wheels to drive the vehicle. Its magnitude directly affects the vehicle's longitudinal acceleration and pitching torque.

[0062] For example, if the vehicle is a pure electric vehicle, the vehicle outputs driving torque through a drive motor. In this case, the output torque of the drive motor can be obtained to get the driving torque of the vehicle.

[0063] The vehicle is currently in a starting state. When the user presses the accelerator pedal, the required driving torque of the whole vehicle can be determined based on the current accelerator pedal opening, and then the driving torque can be determined based on the required driving torque of the whole vehicle.

[0064] After obtaining the vehicle's drive torque, the vertical component of the drive torque can be determined based on the drive torque and pitch angle, thereby determining the anti-pitch moment generated by the drive torque, denoted as the drive anti-pitch moment.

[0065] It is understandable that the driving torque usually acts on the wheel axle, i.e. the wheel center, and the pitch angle is the angle formed by the line connecting the pitch center and the wheel center. Therefore, the anti-pitch torque generated by the driving torque can be determined based on the pitch angle.

[0066] Braking torque refers to the reverse rotational torque applied to the wheels by the brakes (brake calipers / brake discs) to stop the wheels from rotating and to slow down the vehicle.

[0067] As in the above embodiment, the vehicle is currently in a starting state, and the user will also press the brake pedal. The braking torque can be determined based on the current brake pedal opening.

[0068] After obtaining the vehicle's braking torque, the vertical component of the braking torque can be determined based on the braking torque and pitch angle, and then the anti-pitch moment generated by the braking torque can be determined, denoted as the braking anti-pitch moment.

[0069] It is understandable that braking torque usually acts on the wheel contact point, and the pitch angle is the angle formed by the line connecting the pitch center and the wheel contact point. Therefore, the anti-pitch torque generated by braking torque can be determined based on the pitch angle.

[0070] The vehicle currently has a pitch angle. The torque that produces the pitch angle is recorded as the pitch torque. After obtaining the driving anti-pitch torque and the braking anti-pitch torque, part of the pitch torque can be offset based on the driving anti-pitch torque and the braking anti-pitch torque, thereby making the vehicle's pitch angle equal to the desired pitch angle.

[0071] Specifically, the driving anti-pitch torque can be adjusted by regulating the driving torque, and the braking anti-pitch torque can be adjusted by regulating the braking torque. This ensures that the driving and braking anti-pitch torques partially offset the pitch torque, resulting in a pitch angle equal to the desired pitch angle. The driving and braking torques at which the pitch angle equals the desired pitch angle are defined as the target driving torque and target braking torque.

[0072] The above method fully considers the anti-pitch geometry of the suspension. Based on the driving torque and pitch angle, the driving anti-pitch torque generated by the driving torque can be accurately determined. Based on the braking torque and pitch angle, the braking anti-pitch torque generated by the braking torque can be accurately determined. Thus, by controlling the driving torque and braking torque, the vehicle's anti-pitch angle can be suppressed efficiently and accurately.

[0073] In some embodiments, the pitch angle includes a first pitch angle corresponding to the front wheels and a second pitch angle corresponding to the rear wheels; the driving torque includes the front wheel driving torque and the rear wheel driving torque; and the driving anti-pitch moment is determined based on the vehicle's driving torque and pitch angle, including: determining the front wheel driving anti-pitch moment based on the first pitch angle, the front wheel driving torque, the tire radius, and the distance from the vehicle's center of gravity to the front axle; determining the rear wheel driving anti-pitch moment based on the second pitch angle, the rear wheel driving torque, the tire radius, and the distance from the vehicle's center of gravity to the rear axle; and using both the front wheel driving anti-pitch moment and the rear wheel driving anti-pitch moment as the driving anti-pitch moment.

[0074] like Figure 2 As shown, both the front and rear wheels of the vehicle have corresponding pitch-up angles; the first pitch-up angle is... Figure 2 In The second upward angle is... Figure 2 In .

[0075] The driving torque specifically includes: the front-wheel drive torque acting on the front wheels of the vehicle and the rear-wheel drive torque acting on the rear wheels of the vehicle. In the current driving mode, the vehicle has an initial ratio for distributing driving torque. As in the above embodiment, after determining the vehicle's required driving torque based on the accelerator pedal opening, the torque distributed to the front wheels based on the initial ratio can be determined, thus obtaining the front-wheel drive torque; similarly, the torque distributed to the rear wheels based on the initial ratio can be determined, thus obtaining the rear-wheel drive torque.

[0076] For example, if the required driving torque of the whole vehicle is 100 Nm, and the initial ratio is (front wheel: rear wheel) = (5:5), then the driving torque of the front wheel can be determined to be 50 Nm and the driving torque of the rear wheel can be determined to be 50 Nm.

[0077] Both front-wheel drive torque and rear-wheel drive torque can generate corresponding driving anti-pitch torque. Therefore, the driving anti-pitch torque can be determined based on the front-wheel drive torque, rear-wheel drive torque and the corresponding pitch angles of the front and rear wheels, respectively. The driving anti-pitch torque generated by the front-wheel drive torque is denoted as the front-wheel drive anti-pitch torque, and the driving anti-pitch torque generated by the rear-wheel drive torque is denoted as the rear-wheel drive anti-pitch torque.

[0078] Specifically, a formula for calculating the front-wheel drive anti-pitch moment can be constructed based on the first pitch angle corresponding to the front wheels, the front-wheel drive torque, the tire radius, and the distance from the vehicle's center of gravity to the front axle. The front-wheel drive anti-pitch moment can then be calculated based on the constructed formula. The specific formula for calculating the front-wheel drive anti-pitch moment is shown in the following formula (1): (1) In formula (1), M1 is the front-wheel drive anti-pitch moment, T MF The torque is the front-wheel drive torque, and r is the tire radius. The first pitching angle corresponding to the front wheels. This is the distance from the vehicle's center of gravity to the front axle. The methods for determining the front-wheel drive torque and the first pitching angle are as described above and will not be repeated here.

[0079] The tire radius mentioned above is a fixed parameter for vehicle wheels, which can be obtained directly from the vehicle's factory preset parameters.

[0080] The distance from the vehicle's center of gravity to the front axle can be obtained based on the vehicle's overall model parameters or factory calibration parameters.

[0081] For example, the front-wheel drive torque T MF =50NM, first pitching angle is =30° (degrees), tire radius r = 0.3m (meters), distance from vehicle center of gravity to front axle =1.2m, and by substituting into the above formula (1), we can calculate the front wheel drive anti-pitch moment M1 = (50 / 0.3) * tan30° * 1.2 ≈ 115.47 NM.

[0082] Specifically, a formula for calculating the rear-wheel drive anti-pitch moment can be constructed based on the second pitch angle corresponding to the rear wheel, the rear-wheel drive torque, the tire radius, and the distance from the vehicle's center of gravity to the rear axle. The rear-wheel drive anti-pitch moment can then be calculated based on the constructed formula. The specific formula for calculating the rear-wheel drive anti-pitch moment is shown in the following formula (2): (2) In formula (2), M2 is the rear-wheel drive anti-pitch moment, and T MR Rear-wheel drive torque, r is the tire radius, This is the second pitching angle corresponding to the rear wheel. This is the distance from the vehicle's center of gravity to the rear axle.

[0083] The distance from the vehicle's center of gravity to the rear axle can also be obtained based on the vehicle's overall model parameters or factory calibration parameters.

[0084] like Figure 2 As shown, in formula (1) For the vertical component of the front-wheel drive torque, in formula (2) This represents the vertical component of the rear-wheel drive torque.

[0085] like Figure 2 As shown, the front-wheel drive force and the rear-wheel drive force are in the same direction, but the front-wheel drive anti-pitch moment generated by the front-wheel drive force and the rear-wheel drive anti-pitch moment generated by the rear-wheel drive force are in different directions.

[0086] After obtaining the front-wheel drive anti-pitch moment and the rear-wheel drive anti-pitch moment, both the front-wheel drive anti-pitch moment and the rear-wheel drive anti-pitch moment are used as driving anti-pitch moments. The sum of the front-wheel drive anti-pitch moment and the rear-wheel drive anti-pitch moment can be calculated to obtain the driving anti-pitch moment. Then, the driving anti-pitch moment = M1 + M2. The formula for the constructed driving anti-pitch moment is as follows (3): (3) In the above formula (3), Mym is the driving anti-pitch moment, M1 is the front-wheel drive anti-pitch moment, and M2 is the rear-wheel drive anti-pitch moment.

[0087] In the above method, considering that both the front-wheel drive torque and the rear-wheel drive torque will generate anti-pitch moments, the anti-pitch moments generated by the front-wheel drive torque, wheel radius, the first pitch angle corresponding to the front wheel and the distance from the center of gravity to the front axle, and the rear-wheel drive torque, the second pitch angle corresponding to the rear wheel and the distance from the center of gravity to the rear axle can be accurately calculated respectively, thereby improving the accuracy of the drive anti-pitch moment.

[0088] In some embodiments, the pitch angle includes a first pitch angle corresponding to the front wheel and a second pitch angle corresponding to the rear wheel; the braking torque includes the front wheel braking torque and the rear wheel braking torque; and the braking anti-pitch moment is determined based on the vehicle's braking torque and pitch angle, including: determining the front wheel braking anti-pitch moment based on the first pitch angle, the front wheel braking torque, the tire radius, and the distance from the vehicle's center of gravity to the front axle; determining the rear wheel braking anti-pitch moment based on the second pitch angle, the rear wheel braking torque, the tire radius, and the distance from the vehicle's center of gravity to the rear axle; and using both the front wheel braking anti-pitch moment and the rear wheel braking anti-pitch moment as the braking anti-pitch moment.

[0089] like Figure 3 As shown, both the front and rear wheels of the vehicle have corresponding pitching angles, the first pitching angle being... Figure 3 In The second point of the head is... Figure 3 In .

[0090] Braking torque specifically includes: the front wheel braking torque acting on the front wheels of the vehicle and the rear wheel braking torque acting on the rear wheels of the vehicle. In the current driving mode, the vehicle has an initial ratio for distributing braking torque. As in the above embodiment, after determining the required braking torque for the entire vehicle based on the brake pedal opening, the torque distributed to the front wheels based on the initial ratio can be determined to obtain the front wheel braking torque; similarly, the torque distributed to the rear wheels based on the initial ratio can be determined to obtain the rear wheel braking torque.

[0091] Both the front wheel braking torque and the rear wheel braking torque can generate corresponding braking anti-pitch torque. Therefore, the braking anti-pitch torque can be determined based on the front wheel braking torque, the rear wheel braking torque and the corresponding pitch angles of the front and rear wheels, respectively. The braking anti-pitch torque generated by the front wheel braking torque is denoted as the front wheel braking anti-pitch torque, and the braking anti-pitch torque generated by the rear wheel braking torque is denoted as the rear wheel braking anti-pitch torque.

[0092] Specifically, a formula for calculating the front wheel braking anti-pitch moment can be constructed based on the first pitch angle of the front wheel, the front wheel braking torque, the tire radius, and the distance from the vehicle's center of gravity to the front axle. The front wheel braking anti-pitch moment can then be calculated based on the constructed formula. The specific formula for calculating the front wheel braking anti-pitch moment is shown in the following formula (4): (4) In formula (4), M3 is the front wheel braking anti-pitch moment, and T BF The front wheel braking torque is r, where r is the tire radius. The first nose cone corresponding to the front wheel. This is the distance from the vehicle's center of gravity to the front axle. For example, it is the front wheel braking torque T. BF =20NM, first head angle is =45° (degrees), tire radius r = 0.3m (meters), distance from vehicle center of gravity to front axle =1.2m, substituting into the above formula (4), we can calculate the front wheel braking anti-pitch torque M3=(20 / 0.3)*tan45°*1.2≈80NM.

[0093] Specifically, a formula for calculating the rear wheel braking anti-pitch moment can be constructed based on the second pitch angle of the rear wheel, the rear wheel braking torque, the tire radius, and the distance from the vehicle's center of gravity to the rear axle. The rear wheel braking anti-pitch moment can then be calculated based on the constructed formula. The specific formula for calculating the rear wheel braking anti-pitch moment is shown in the following formula (5): (5) In the above formula (5), M4 is the rear wheel braking anti-pitch moment, T BR The torque is the rear wheel braking torque, and r is the tire radius. The second head corner corresponding to the rear wheel. This is the distance from the vehicle's center of gravity to the rear axle.

[0094] like Figure 3 As shown, in formula (4) Front wheel braking torque The component in the vertical direction, in formula (5) Rear wheel braking torque The component in the vertical direction.

[0095] like Figure 3 As shown, the front wheel braking force and the rear wheel braking force are in the same direction, but the front wheel braking anti-pitch moment generated by the front wheel braking force and the rear wheel braking anti-pitch moment generated by the rear wheel braking force are in different directions.

[0096] After obtaining the front wheel braking anti-pitch moment and the rear wheel braking anti-pitch moment, both the front wheel braking anti-pitch moment and the rear wheel braking anti-pitch moment are used as braking anti-pitch moments. The sum of the front wheel braking anti-pitch moment and the rear wheel braking anti-pitch moment can be calculated to obtain the braking anti-pitch moment, which is M3 + M4. The formula for the constructed braking anti-pitch moment is shown in the following formula (6): (6) In the above formula (6), Myb is the braking anti-pitch torque, M3 is the front wheel braking anti-pitch torque, and M4 is the rear wheel braking anti-pitch torque.

[0097] In the above method, considering that both the front wheel braking torque and the rear wheel braking torque will generate anti-pitch moment, the anti-pitch moment generated by the front wheel braking torque, wheel radius, the first pitch angle corresponding to the front wheel and the distance from the center of gravity to the front axle, and the rear wheel braking torque, the second pitch angle corresponding to the rear wheel and the distance from the center of gravity to the rear axle can be accurately calculated respectively, thereby improving the accuracy of braking anti-pitch moment.

[0098] In some embodiments, determining the target drive torque and target braking torque based on the desired pitch angle, drive anti-pitch torque, and braking anti-pitch torque includes: determining the vehicle's load transfer torque based on the vehicle's total weight, center of gravity height, and longitudinal acceleration; determining the target pitch torque based on the load transfer torque, drive anti-pitch torque, and braking anti-pitch torque; and determining the target drive torque and target braking torque based on the desired pitch angle and target pitch torque.

[0099] The total vehicle weight refers to the sum of the vehicle's unloaded mass and its loaded mass. A mass acquisition device can be installed in the vehicle chassis to collect the vehicle's loaded mass, allowing the current load information to be obtained. The unloaded mass of a vehicle refers to its mass when it is not carrying passengers, cargo, or heavy goods; it is the vehicle's own weight and is an inherent parameter that can be obtained based on the factory calibration parameters corresponding to the vehicle model.

[0100] The center of gravity height of a vehicle refers to the vertical distance from the vehicle's center of gravity to the ground (or road surface). When the vehicle is unloaded, the center of gravity height is an inherent parameter. However, the center of gravity height changes dynamically with the vehicle's load, occupant distribution, and suspension attitude. The current center of gravity height of the vehicle can be estimated in real time by combining the vehicle's inherent parameters with the load status.

[0101] Longitudinal acceleration refers to the acceleration component along the vehicle's direction of travel. Vehicles are typically equipped with acceleration sensors, which can collect this acceleration data.

[0102] Based on the vehicle's total weight, center of gravity height, and longitudinal acceleration, the vehicle's load transfer moment can be determined. The load transfer moment refers to the total pitching moment generated by the vehicle's longitudinal inertial force; it is the moment that causes the vehicle to pitch when no anti-pitch measures are applied.

[0103] Based on the vehicle's total weight, center of gravity height, and longitudinal acceleration, the formula for determining the vehicle's load transfer torque is shown in the following formula (7): (7) In the above formula (7), M fx Here, M is the load transfer torque, ax is the vehicle weight, hg is the longitudinal acceleration, and hg is the height of the center of gravity.

[0104] After obtaining the load transfer torque, driving anti-pitch torque, and braking anti-pitch torque, the three torques can be added together to obtain the target pitch torque. The formula for calculating the target pitch torque is Mp + M1 + M2.

[0105] The target pitch moment is the actual moment that produces a pitch angle for the vehicle after anti-pitching measures are applied based on the drive anti-pitch moment and the braking anti-pitch moment. Adjusting the vehicle's drive torque will affect the vehicle's drive anti-pitch moment, and adjusting the vehicle's braking torque will affect the vehicle's braking anti-pitch moment, thus affecting the target pitch moment that actually produces a pitch angle. Therefore, the target pitch moment can be adjusted based on the desired pitch angle to determine the target drive torque and the target braking torque.

[0106] In the above method, the torque generated by load transfer of the vehicle can be calculated by using the vehicle weight, longitudinal acceleration, and vehicle center of gravity height. This torque is the torque that causes the vehicle to pitch. The driving anti-pitch torque and braking anti-pitch torque are the torques that suppress the vehicle from pitching. Based on the load transfer torque, driving anti-pitch torque, and braking anti-pitch torque, the target pitch torque that actually causes the vehicle to pitch can be determined. This facilitates the subsequent calculation of the target driving torque and target braking torque based on the target pitch torque and the desired pitch angle.

[0107] In some embodiments, determining the target driving torque and target braking torque based on the desired pitch angle and target pitch moment includes: determining a transfer function based on the vehicle's moment of inertia, suspension damping coefficient, vehicle stiffness, and complex variables; the transfer function characterizes the mapping relationship between pitch moment and pitch angle; determining the theoretical pitch angle based on the target pitch moment and transfer function; and determining the target driving torque and target braking torque based on the theoretical pitch angle and desired pitch angle.

[0108] The aforementioned vehicle moment of inertia Ip specifically refers to the vehicle's moment of inertia about its pitch axis, representing the magnitude of the vehicle's inertia in resisting pitch rotation (head-up / head-down). Generally, the heavier and longer the vehicle, the greater the moment of inertia, and the less likely the vehicle is to pitch up or down. The moment of inertia can be obtained directly from the vehicle manufacturer's specifications, or it can be estimated by referring to tables based on the vehicle's weight, wheelbase, and center of gravity.

[0109] The suspension damping coefficient Cp specifically refers to the equivalent damping of the suspension system in the pitch direction, representing the suspension's ability to absorb vibrations and suppress pitch sway. The greater the damping, the faster and more stable the vehicle's pitch decays. The suspension damping coefficient can be directly obtained from the vehicle manufacturer's calibration parameters.

[0110] Vehicle stiffness Kp specifically refers to the equivalent angular stiffness of the suspension system in the pitch direction, representing the suspension's ability to resist vehicle pitch deformation. Higher stiffness means a stiffer suspension and a smaller pitch angle. Vehicle stiffness can be directly obtained from parameters calibrated by the vehicle manufacturer.

[0111] The complex variable s, also known as the Laplace operator, is used to transform the time-domain dynamic equations into a frequency-domain transfer function. s = σ + jω, where σ is the attenuation coefficient and ω is the angular frequency.

[0112] After obtaining the vehicle's moment of inertia, suspension damping coefficient, vehicle stiffness, and complex variables, a transfer function can be constructed based on these parameters. The transfer function is the vehicle pitch dynamics transfer function, representing the dynamic mapping relationship between pitch moment and pitch angle. The constructed transfer function can be shown in the following formula (8): (8) In the above formula (8), P(s) represents the transfer function, Ip is the vehicle moment of inertia, Cp is the suspension damping coefficient, Kp is the vehicle stiffness, and s is a complex variable.

[0113] After obtaining the transfer function, a formula for calculating the theoretical pitch angle can be constructed based on the transfer function and the formula for calculating the target pitch moment, and the theoretical pitch angle can be calculated based on the constructed formula.

[0114] Figure 4 This is a design drawing of a control system provided in an embodiment of this application.

[0115] For example, such as Figure 4 As shown, it can be based on the driving anti-pitch moment Mym and the load transfer moment M. fx The braking anti-pitch moment Myb and the transfer function P(s) are used to calculate the theoretical pitch angle. .

[0116] based on Figure 4 The formula for calculating the theoretical pitch angle is shown in the following formula (9): (9) In the above formula (9), Let P(s) be the theoretical pitch angle, and M be the transfer function. fx Here, Mym is the load transfer torque, Myb is the driving anti-pitch torque, and Myb is the braking anti-pitch torque. Substituting the above formulas (3), (6), and (8) into formula (9) yields the formula for calculating the theoretical pitch angle, as shown in formula (10): (10) As shown in formula (10), the formula for calculating the theoretical pitch angle is obtained by adding the load transfer torque, the driving anti-pitch torque and the braking anti-pitch torque, and multiplying the sum by the transfer function.

[0117] The formula for calculating the theoretical pitch angle includes driving torque and braking torque. Based on the formula for calculating the theoretical pitch angle and the desired pitch angle, the target driving torque and target braking torque can be determined.

[0118] In the above method, the vehicle's moment of inertia, suspension damping coefficient, and vehicle stiffness can fully reflect the inertia, damping, and stiffness characteristics of the vehicle body pitch. By using the vehicle's moment of inertia, suspension damping coefficient, vehicle stiffness, and complex variables, a real, reliable transfer function model that conforms to the vehicle's pitch motion can be constructed, thereby achieving accurate representation and calculation of the pitch attitude.

[0119] In some embodiments, determining the target driving torque and target braking torque based on the theoretical pitch angle and the desired pitch angle includes: adjusting the vehicle's driving torque and braking torque with the theoretical pitch angle equal to the desired pitch angle as the target, to obtain the target driving torque and target braking torque.

[0120] As shown in the above formula (10), by adding the load transfer torque, the driving anti-pitch torque and the braking anti-pitch torque, and multiplying the sum by the transfer function, the formula for calculating the theoretical pitch angle is obtained.

[0121] Among them, the driving anti-pitch torque is obtained based on the driving torque, and the braking anti-pitch torque is obtained based on the braking torque. After obtaining the formula for calculating the theoretical pitch angle, the driving torque for calculating the driving pitch torque and the braking torque for calculating the braking pitch torque can be adjusted so that the theoretical pitch angle calculated by formula (10) is equal to the desired pitch angle.

[0122] The driving torque at which the theoretical pitch angle equals the desired pitch angle is taken as the target driving torque, and the braking torque at which the theoretical pitch angle equals the desired pitch angle is determined as the target braking torque.

[0123] It is understandable that both braking torque and driving torque will generate corresponding anti-pitch torque to counteract load transfer torque and thus suppress vehicle pitch angle. Therefore, both driving torque and braking torque can be adjusted simultaneously to obtain the target driving torque and target braking torque that the vehicle should output when the vehicle pitch angle is equal to the desired pitch angle.

[0124] In the above method, the vehicle's driving torque and braking torque are adjusted with the desired pitch angle as the target to obtain the target driving torque and target braking torque. This ensures that when the vehicle is subsequently controlled based on the target driving torque and target braking torque, the vehicle's pitch angle reaches the desired pitch angle, thus ensuring the vehicle's attitude stability during driving.

[0125] In some embodiments, the driving torque includes front-wheel driving torque and rear-wheel driving torque, and the braking torque includes front-wheel braking torque and rear-wheel braking torque. Adjusting the vehicle's driving torque and braking torque to obtain target driving torque and target braking torque, with the theoretical pitch angle equal to the desired pitch angle as the objective, includes: adjusting the front-wheel driving torque and rear-wheel driving torque, and simultaneously adjusting the front-wheel braking torque and rear-wheel braking torque to make the theoretical pitch angle equal to the desired pitch angle; when the theoretical pitch angle equals the desired pitch angle, using the adjusted front-wheel driving torque and adjusted rear-wheel driving torque as target driving torque, and using the adjusted front-wheel braking torque and adjusted rear-wheel braking torque as target braking torque.

[0126] As shown in formula (10), the driving torque specifically includes the front wheel driving torque. and rear-wheel drive torque Braking torque specifically includes front wheel braking torque. and rear wheel braking torque It can simultaneously control the torque of the front wheels. Rear-wheel drive torque Front wheel braking torque Rear wheel braking torque Adjustments will be made.

[0127] The adjustment amount of the front-wheel drive torque is denoted as the first adjustment amount, and the adjustment amount of the rear-wheel drive torque is denoted as the second adjustment amount. When adjusting the front-wheel drive torque and the rear-wheel drive torque while keeping the accelerator pedal opening unchanged, it is necessary to ensure that the sum of the first adjustment amount and the second adjustment amount is zero, that is, to ensure that the overall drive torque of the vehicle remains unchanged.

[0128] After adjusting the front-wheel drive torque and the rear-wheel drive torque, the drive anti-pitch torque will change accordingly, thereby suppressing the pitch angle.

[0129] While adjusting the front-wheel drive torque and rear-wheel drive torque, the front-wheel braking torque and rear-wheel braking torque can also be adjusted. The adjustment amount for the front-wheel braking torque is recorded as the third adjustment amount, and the adjustment amount for the rear-wheel braking torque is recorded as the fourth adjustment amount. With the brake pedal opening unchanged, during the adjustment of the front-wheel and rear-wheel braking torque, it is necessary to ensure that the sum of the third and fourth adjustment amounts is zero, that is, to ensure that the overall braking torque of the vehicle remains constant.

[0130] After adjusting the braking torque of the front and rear wheels, the braking anti-pitch torque will change accordingly, thereby suppressing the pitch angle.

[0131] During the adjustment of the aforementioned drive torque and braking torque, the theoretical pitch angle calculated by the formula for the theoretical pitch angle under the current drive torque and braking torque is constantly monitored to see if it is equal to the desired pitch angle. If the theoretical pitch angle is determined to be equal to the desired pitch angle, the adjusted front wheel drive torque and the adjusted rear wheel drive torque are taken as the target drive torque, and the adjusted front wheel braking torque and the adjusted rear wheel braking torque are taken as the target braking torque.

[0132] In step 103, the target drive torque includes the adjusted front-wheel drive torque and the adjusted rear-wheel drive torque. At this time, the output of the vehicle drive torque is controlled based on the adjusted front-wheel drive torque and the adjusted rear-wheel drive torque.

[0133] The target braking torque includes the adjusted front wheel braking torque and the adjusted rear wheel braking torque. At this time, the output of the vehicle's braking torque is controlled based on the adjusted front wheel braking torque and the adjusted rear wheel braking torque.

[0134] When the front-wheel drive torque and rear-wheel drive torque of the vehicle reach the adjusted front-wheel drive torque and adjusted rear-wheel drive torque, and the front-wheel braking torque and rear-wheel braking torque reach the adjusted front-wheel braking torque and adjusted rear-wheel braking torque, the vehicle's pitch angle will reach the desired pitch angle, and the vehicle will start driving based on the desired pitch angle.

[0135] In some embodiments, a target distribution ratio of the drive torque can be determined based on the currently obtained adjusted front-wheel drive torque and adjusted rear-wheel drive torque, and the required drive torque of the whole vehicle can be reallocated based on the target distribution ratio of the drive torque.

[0136] In some embodiments, a target distribution ratio of braking torque can be determined based on the currently obtained adjusted front wheel braking torque and adjusted rear wheel braking torque, and the required braking torque of the entire vehicle can be reallocated based on the target distribution ratio of braking torque.

[0137] Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

[0138] For example, such as Figure 5 As shown, the device 500 includes: The acquisition module 501 is used to acquire the pitch angle between the vehicle's pitch center and the wheel center, and to acquire the pitch angle between the pitch center and the wheel contact point. The determination module 502 is used to determine the target drive torque and the target braking torque based on the pitch angle, nose-up angle and desired pitch angle. The control module 503 is used to control the vehicle based on the target drive torque and the target braking torque so that the vehicle travels based on the desired pitch angle.

[0139] In some embodiments, the determining module 502 is specifically used to: determine the driving anti-pitch torque based on the vehicle's driving torque and pitch angle; determine the braking anti-pitch torque based on the vehicle's braking torque and pitch angle; and determine the target driving torque and target braking torque based on the desired pitch angle, driving anti-pitch torque, and braking anti-pitch torque.

[0140] In some embodiments, the pitch angle includes a first pitch angle corresponding to the front wheels and a second pitch angle corresponding to the rear wheels, and the driving torque includes the front wheel driving torque and the rear wheel driving torque. The determining module 502 is specifically used to: determine the front wheel driving anti-pitch moment based on the first pitch angle, the front wheel driving torque, the tire radius, and the distance from the vehicle center of gravity to the front axle; determine the rear wheel driving anti-pitch moment based on the second pitch angle, the rear wheel driving torque, the tire radius, and the distance from the vehicle center of gravity to the rear axle; and use both the front wheel driving anti-pitch moment and the rear wheel driving anti-pitch moment as driving anti-pitch moments.

[0141] In some embodiments, the pitch angle includes a first pitch angle corresponding to the front wheel and a second pitch angle corresponding to the rear wheel, and the braking torque includes the front wheel braking torque and the rear wheel braking torque. The determining module 502 is specifically used to: determine the front wheel braking anti-pitch torque based on the first pitch angle, the front wheel braking torque, the tire radius, and the distance from the vehicle's center of gravity to the front axle; determine the rear wheel braking anti-pitch torque based on the second pitch angle, the rear wheel braking torque, the tire radius, and the distance from the vehicle's center of gravity to the rear axle; and use both the front wheel braking anti-pitch torque and the rear wheel braking anti-pitch torque as braking anti-pitch torques.

[0142] In some embodiments, the determining module 502 is specifically used to: determine the load transfer torque of the vehicle based on the vehicle's total weight, center of gravity height, and longitudinal acceleration; determine the target pitch torque based on the load transfer torque, driving anti-pitch torque, and braking anti-pitch torque; and determine the target driving torque and target braking torque based on the desired pitch angle and the target pitch torque.

[0143] In some embodiments, the determining module 502 is specifically used to: determine a transfer function based on the vehicle's moment of inertia, suspension damping coefficient, vehicle stiffness, and complex variables; the transfer function characterizes the mapping relationship between pitch moment and pitch angle; determine a theoretical pitch angle based on the target pitch moment and the transfer function; and determine a target driving torque and a target braking torque based on the theoretical pitch angle and the desired pitch angle.

[0144] In some embodiments, the determining module 502 is specifically used to: adjust the driving torque and braking torque of the vehicle with the theoretical pitch angle equal to the desired pitch angle as the target, so as to obtain the target driving torque and target braking torque.

[0145] In some embodiments, the determining module 502 is specifically used to: adjust the driving torque and braking torque of the vehicle with the goal of the theoretical pitch angle being equal to the desired pitch angle, to obtain the target driving torque and target braking torque, including: adjusting the front wheel driving torque and the rear wheel driving torque, and simultaneously adjusting the front wheel braking torque and the rear wheel braking torque, so that the theoretical pitch angle is equal to the desired pitch angle; when the theoretical pitch angle is equal to the desired pitch angle, using the adjusted front wheel driving torque and the adjusted rear wheel driving torque as the target driving torque, and using the adjusted front wheel braking torque and the adjusted rear wheel braking torque as the target braking torque.

[0146] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0147] For example, such as Figure 6 As shown, the vehicle 600 includes a memory 601 and a processor 602. The memory 601 stores executable program code 6011, and the processor 602 is used to call and execute the executable program code 6011 to perform a vehicle control method.

[0148] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a vehicle control method provided in embodiments of this application.

[0149] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0150] When the functional modules are divided according to their respective functions, the device may also include an acquisition module, a determination module, and a control module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced to the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0151] It should be understood that the device provided in this embodiment is used to execute the above-described vehicle control method, and therefore can achieve the same effect as the above-described implementation method.

[0152] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0153] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0154] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0155] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a vehicle control method provided in the above embodiment.

[0156] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle control method provided in the above embodiment.

[0157] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0158] 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.

[0159] 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.

[0160] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling a vehicle, characterized in that, The method includes: Obtain the pitch angle between the vehicle's pitch center and the wheel center of the vehicle, and obtain the pitch angle between the pitch center and the wheel contact point of the vehicle. Based on the pitch angle, the sag angle, and the desired pitch angle, the target driving torque and the target braking torque are determined. The vehicle is controlled based on the target drive torque and the target braking torque so that the vehicle travels based on the desired pitch angle.

2. The method according to claim 1, characterized in that, The determination of the target driving torque and target braking torque based on the pitch angle, the sag angle, and the desired pitch angle includes: Based on the vehicle's drive torque and the pitch angle, the drive anti-pitch torque is determined; Based on the vehicle's braking torque and pitch angle, the braking anti-pitch torque is determined; Based on the desired pitch angle, the driving anti-pitch torque, and the braking anti-pitch torque, the target driving torque and the target braking torque are determined.

3. The method according to claim 2, characterized in that, The pitching angle includes a first pitching angle corresponding to the front wheels and a second pitching angle corresponding to the rear wheels; the driving torque includes front wheel driving torque and rear wheel driving torque; determining the driving anti-pitch moment based on the vehicle's driving torque and the pitching angle includes: Based on the first pitch angle, the front-wheel drive torque, the tire radius, and the distance from the vehicle's center of gravity to the front axle, the front-wheel drive anti-pitch moment is determined. Based on the second pitch angle, the rear-wheel drive torque, the tire radius, and the distance from the vehicle's center of gravity to the rear axle, the rear-wheel drive anti-pitch moment is determined. Both the front-wheel drive anti-pitch moment and the rear-wheel drive anti-pitch moment are taken as the drive anti-pitch moment.

4. The method according to claim 2, characterized in that, The pitching angle includes a first pitching angle corresponding to the front wheels and a second pitching angle corresponding to the rear wheels; the braking torque includes the braking torque of the front wheels and the braking torque of the rear wheels; determining the braking anti-pitch moment based on the vehicle's braking torque and the pitching angle includes: Based on the first pitch angle, the front wheel braking torque, the tire radius, and the distance from the vehicle's center of gravity to the front axle, the front wheel braking anti-pitch torque is determined. Based on the second pitch angle, the rear wheel braking torque, the tire radius, and the distance from the vehicle's center of gravity to the rear axle, the rear wheel braking anti-pitch torque is determined; Both the front wheel braking anti-pitch moment and the rear wheel braking anti-pitch moment are taken as the braking anti-pitch moment.

5. The method according to claim 2, characterized in that, The determination of the target drive torque and target braking torque based on the desired pitch angle, the drive anti-pitch torque, and the braking anti-pitch torque includes: The load transfer torque of the vehicle is determined based on the vehicle's total weight, center of gravity height, and longitudinal acceleration. The target pitching moment is determined based on the load transfer torque, the driving anti-pitch torque, and the braking anti-pitch torque; Based on the desired pitch angle and the target pitch moment, the target drive torque and the target braking torque are determined.

6. The method according to claim 5, characterized in that, Determining the target drive torque and the target braking torque based on the desired pitch angle and the target pitch moment includes: Based on the vehicle's moment of inertia, suspension damping coefficient, vehicle stiffness, and complex variables, a transfer function is determined; the transfer function characterizes the mapping relationship between pitch moment and pitch angle. Based on the target pitch moment and the transfer function, the theoretical pitch angle is determined; Based on the theoretical pitch angle and the desired pitch angle, the target driving torque and the target braking torque are determined.

7. The method according to claim 6, characterized in that, The determination of the target drive torque and target braking torque based on the theoretical pitch angle and the desired pitch angle includes: With the theoretical pitch angle equal to the desired pitch angle as the target, the driving torque and braking torque of the vehicle are adjusted to obtain the target driving torque and the target braking torque.

8. The method according to claim 7, characterized in that, The driving torque includes: front wheel driving torque and rear wheel driving torque; the braking torque includes: front wheel braking torque and rear wheel braking torque. The step of adjusting the vehicle's drive torque and braking torque to obtain the target drive torque and the target braking torque, with the theoretical pitch angle equal to the desired pitch angle as the target, includes: Adjust the front wheel drive torque and the rear wheel drive torque, and simultaneously adjust the front wheel braking torque and the rear wheel braking torque, so that the theoretical pitch angle is equal to the desired pitch angle; When the theoretical pitch angle is equal to the desired pitch angle, the adjusted front-wheel drive torque and the adjusted rear-wheel drive torque are used as the target drive torque, and the adjusted front-wheel braking torque and the adjusted rear-wheel braking torque are used as the target braking torque.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 8.

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