A control method and related apparatus

Abstract

A control method is disclosed for controlling a vehicle including a suspension, a first motor, a second motor, a first wheel, and a second wheel, the first wheel and the second wheel being located on opposite sides of the vehicle. The first motor drives the first wheel, and the second motor drives the second wheel. The method includes: acquiring information on the vehicle's steering angle, vehicle speed, and suspension travel; controlling the first motor to operate with a first torque and controlling the second motor to operate with a second torque based on the steering angle, vehicle speed, and suspension travel information; the first torque and the second torque are distributed based on a first yaw moment, with the steering angle, vehicle speed, and suspension travel information corresponding to the first yaw moment. A control device related to the control method is also disclosed. This application can distribute the output torque of the motor using the steering angle, vehicle speed, and suspension travel information. The distributed output torque of the motor can achieve an additional yaw moment. By controlling the additional yaw moment in the opposite direction to the steering direction, the lateral acceleration and yaw rate gain during cornering are suppressed, thereby reducing the lateral impact on passengers during cornering and improving passenger comfort.

Description

Technical Field

[0001] This application relates to the field of computer technology, and in particular to a control method and related apparatus. Background Technology

[0002] Multi-motor distributed drive systems for electric vehicles feature high transmission efficiency, fast motor response, precise and controllable torque, and high redundancy reliability. They are available in various motor arrangements, including one front and two rear, two front and one rear, and two front and two rear. In multi-motor arrangements, driving force can be precisely distributed to each wheel. Based on this, distributed torque distribution control algorithms are used to improve vehicle handling characteristics, resulting in enhanced handling and power performance. However, this also places higher demands on control precision.

[0003] In vehicle cornering scenarios, distributed torque distribution control algorithms often use the vehicle's turning angle and yaw rate as the basis for allocating the output torque of the vehicle's motors. This torque distribution method can easily cause discomfort to passengers during vehicle cornering, resulting in a poor user experience. Summary of the Invention

[0004] This application provides a control method and related device that can make the distributed output torque of the motor more reasonable, improve passenger comfort when the vehicle is cornering, and enhance the user experience.

[0005] Firstly, this application provides a control method that can be executed by a control device. The control device is a module with computing capabilities and can be a standalone device or a module within a standalone device, such as a hardware and / or software module. For ease of description, the following explanation uses the control device as the executing entity of this method. In actual implementation, the executing entity of this method can be other names.

[0006] The control method is used to control a vehicle including a suspension, a first motor, a second motor, a first wheel, and a second wheel. The first wheel and the second wheel are located on opposite sides of the vehicle. The first motor drives the first wheel, and the second motor drives the second wheel. For example, the first wheel and the second wheel are located on the left and right sides along the vehicle's direction of travel, with the first wheel being the left rear wheel and the second wheel being the right rear wheel.

[0007] The control method includes: the control device acquiring information about the vehicle's steering angle, vehicle speed, and suspension travel. Further, based on the steering angle, vehicle speed, and suspension travel information, the control device controls a first motor to operate with a first torque, and controls a second motor to operate with a second torque. The first torque and the second torque are based on a first yaw moment distribution, with the steering angle, vehicle speed, and suspension travel information corresponding to the first yaw moment.

[0008] In the above method, the information acquired by the control device includes vehicle speed and steering angle. The output torque of the motor is allocated using the steering angle (lateral information) and vehicle speed, instead of using lateral information such as lateral acceleration or yaw rate of the vehicle collected by sensors. This reduces the dependence on data collected by inertial sensors (such as lateral acceleration data or yaw rate data), reduces procurement and calibration costs, eliminates hardware failure points, enhances resistance to environmental interference, and improves reliability.

[0009] Moreover, the control device uses the suspension travel information, which is roll information, to distribute the motor's output torque, instead of using roll information such as the vehicle body roll angle or roll rate obtained by sensors. This reduces the reliance on data collected by tilt sensors (such as vehicle body roll angle data or roll rate data), reduces procurement and calibration costs, eliminates hardware failure points, enhances resistance to environmental interference, and improves reliability.

[0010] Furthermore, the information sources acquired by the control device include the suspension, while the actual actuators controlled are motors, and the information sources differ between the two. In some scenarios, such as when the vehicle is cornering, the control device acquires a wealth of information, including lateral roll information from suspension compression or extension (i.e., suspension travel information), lateral information from the steering angle, and vehicle speed. The output torque allocated by the control device to the motor can achieve additional yaw moment. By controlling the additional yaw moment in the opposite direction to the steering direction, it suppresses the lateral acceleration and yaw rate gain during cornering, thereby reducing the lateral impact on passengers and improving passenger comfort. Moreover, when allocating the output torque to the motor, the control device considers not only the impact of lateral information from the steering angle on passenger comfort but also the impact of lateral roll information from suspension compression or extension, making the allocated output torque more reasonable and the yaw rate change smoother. This further reduces the lateral impact on passengers during cornering, improving passenger comfort and enhancing the user experience.

[0011] For example, the control device is a vehicle or a component (such as a chip or module) within a vehicle. For example, the control device includes a central processing unit (CPU), a microcontroller unit (MCU), etc. Alternatively, the control device may be a domain controller (DC), an electronic control unit (ECU), a vehicle integration unit (VIU), etc., where the domain controller includes a driving domain controller (such as a mobile data center), etc.

[0012] In one possible implementation of the first aspect, the method further includes: the control device obtaining a first yaw moment based on steering angle, vehicle speed and suspension travel information.

[0013] In one possible implementation of the first aspect, the suspension travel information satisfies a first preset condition, or the steering angle and vehicle speed satisfy a second preset condition.

[0014] In the above embodiments, when the preset conditions are met, the control device executes the above method so that the output torque of the motor allocated by the control device is more in line with the needs of the vehicle's environment, thereby reducing the cost of control.

[0015] In one possible implementation of the first aspect, the control device obtains a first yaw moment based on steering angle, vehicle speed, and suspension travel information, including: the control device obtaining a second yaw moment based on steering angle and vehicle speed, and obtaining a third yaw moment based on suspension travel information. The control device obtains the first yaw moment based on the second yaw moment and the third yaw moment.

[0016] In the above embodiments, the second yaw moment is obtained based on the steering angle and vehicle speed, rather than on lateral information such as lateral acceleration or yaw rate collected by sensors. This reduces reliance on data collected by inertial sensors (such as lateral acceleration or yaw rate data), lowers procurement and calibration costs, eliminates hardware failure points, enhances resistance to environmental interference, and improves reliability. The third yaw moment is obtained based on suspension travel information, taking into account the impact of suspension compression or extension roll information on passenger comfort, making the first yaw moment obtained by the control device more reasonable. When the control device uses the first yaw moment and the steering direction in opposite directions to suppress the lateral acceleration and yaw rate gain when the vehicle is cornering, the yaw rate change is smoother, which can better reduce the lateral impact felt by passengers when the vehicle is cornering, improve passenger comfort, and enhance the user experience.

[0017] In one possible implementation of the first aspect, the control device obtains a first yaw moment based on a second yaw moment and a third yaw moment, comprising: determining a yaw rate deviation value for the vehicle, the yaw rate deviation value being the deviation between the vehicle's current yaw rate and the vehicle's first yaw rate; the control device then obtains a fourth yaw moment based on the yaw rate deviation value, and obtains the first yaw moment based on the second yaw moment, the third yaw moment, and the fourth yaw moment.

[0018] In the above embodiments, the control device uses the vehicle's current yaw rate when determining the fourth yaw moment, meaning the fourth yaw moment is a feedback yaw moment. The control device combines the second, third, and fourth yaw moments to obtain the first yaw moment, ensuring the suppression of lateral acceleration and yaw rate gain during cornering. This results in a smoother change in yaw rate, improving the robustness and stability of the control method, better reducing the lateral impact on passengers during cornering, enhancing passenger comfort, and improving the user experience.

[0019] In one possible implementation of the first aspect, the first wheel and the second wheel are located on a first axle. The vehicle further includes a third motor, a fourth motor, a third wheel, and a fourth wheel, the third wheel and the fourth wheel being located on opposite sides of the vehicle and on a second axle. The third motor drives the third wheel, and the fourth motor drives the fourth wheel. The first axle is different from the second axle. The method further includes: a control device controlling the third motor to operate with a third torque and controlling the fourth motor to operate with a fourth torque based on steering angle, vehicle speed, and suspension travel information, the third torque and the fourth torque being distributed based on a first yaw moment.

[0020] In the above embodiments, the control device can also allocate the output torque of the third motor and the fourth motor, so that the output torque of the motor allocated by the control device is more reasonable, the yaw rate changes more smoothly, and the lateral impact on passengers when the vehicle is cornering can be better reduced, thereby improving passenger comfort and enhancing the user experience.

[0021] In one possible implementation of the first aspect, the suspension further includes a first suspension and a second suspension, located on opposite sides of the vehicle. The method further includes: a control device assigning first parameters to the first suspension and assigning second parameters to the second suspension. The first and second parameters are obtained based on a first roll moment, and the steering angle, vehicle speed, and suspension travel information correspond to the first roll moment. Optionally, the first parameter includes at least one of suspension damping, stiffness, and adjustment force.

[0022] In the above embodiments, the suspension parameters allocated by the control device can achieve an additional roll moment. By controlling the additional roll moment in the opposite direction to the roll direction, the gain in roll angle and roll rate during cornering is suppressed, thereby reducing the lateral impact felt by passengers when cornering and improving passenger comfort. Moreover, when allocating suspension parameters, the control device considers not only the impact of suspension compression or extension roll information on passenger comfort during cornering, but also the impact of lateral information of the turning angle on passenger comfort. This makes the suspension parameters allocated by the control device more reasonable, resulting in smoother changes in roll angle or roll rate, which can better reduce the lateral impact felt by passengers when cornering, improve passenger comfort, and enhance the user experience.

[0023] In one possible implementation of the first aspect, the method further includes: the control device obtaining a first roll moment based on steering angle, vehicle speed, and suspension travel information.

[0024] In one possible implementation of the first aspect, the control device obtains a first roll moment based on steering angle, vehicle speed, and suspension travel information, including: the control device obtaining a second roll moment based on steering angle and vehicle speed, and obtaining a third roll moment based on suspension travel information. The control device obtains the first roll moment based on the second roll moment and the third roll moment.

[0025] In the above embodiments, the third roll moment is obtained based on the suspension travel information, rather than using roll information such as the vehicle roll angle or roll rate obtained from sensors to distribute the motor's output torque. This reduces reliance on data collected by tilt sensors (such as vehicle roll angle data or roll rate data), lowers procurement and calibration costs, eliminates hardware failure points, enhances resistance to environmental interference, and improves reliability. The second roll moment is obtained based on the steering angle and vehicle speed, taking into account the impact of lateral information of the steering angle on passenger comfort, making the first roll moment obtained by the control device more reasonable. The control device uses the reverse control of the first roll moment and the roll direction to suppress the gain of roll angle and roll rate when the vehicle is cornering, thereby reducing the passenger's roll-direction impact when cornering and improving passenger comfort.

[0026] In one possible implementation of the first aspect, the control device obtains a first roll moment based on a second roll moment and a third roll moment, including: determining the current roll angle of the vehicle, and obtaining a fourth roll moment based on the current roll angle of the vehicle. The control device obtains the first roll moment based on the second roll moment, the third roll moment, and the fourth roll moment.

[0027] In the above embodiments, the control device uses the vehicle's current roll angle when determining the fourth roll moment, meaning the fourth roll moment is a feedback roll moment. The control device combines the second, third, and fourth roll moments to obtain the first roll moment, ensuring a rapid suppression of the roll angle and roll rate gain during cornering. This results in smoother changes in roll angle and roll rate, improving the robustness and stability of the control method, better reducing the lateral impact felt by passengers during cornering, enhancing passenger comfort, and improving the user experience.

[0028] In one possible implementation of the first aspect, the control device obtains a first roll moment based on a second roll moment and a third roll moment, including: determining a suspension travel deviation value, the travel deviation value being the deviation between the travel of the inner suspension when the vehicle is turning and the travel of the outer suspension when the vehicle is turning. The control device obtains a fifth roll moment based on the travel deviation value, and obtains the first roll moment based on the second roll moment, the third roll moment, and the fifth roll moment.

[0029] In the above embodiments, the control device uses the vehicle's travel deviation value when determining the fifth roll moment, meaning the fifth roll moment is a feedback roll moment. The control device combines the second, third, and fifth roll moments to obtain the first roll moment, ensuring a rapid suppression of the roll angle and roll rate gain during cornering. This results in smoother changes in roll angle and roll rate, improving the robustness and stability of the control method, better reducing the lateral impact felt by passengers during cornering, enhancing passenger comfort, and improving the user experience.

[0030] In one possible implementation of the first aspect, the first and second suspensions are located on a first axle, and the vehicle further includes a third and fourth suspension located on both sides of the vehicle. The third and fourth suspensions are located on a second axle, and the first and second axles are different. The method further includes: a control device assigning third parameters to the third suspension and assigning fourth parameters to the fourth suspension. The third and fourth parameters are obtained based on a first roll moment, and the steering angle, vehicle speed, and suspension travel information correspond to the first roll moment.

[0031] In the above embodiments, the control device can also allocate parameters for the third and fourth suspensions, making the suspension parameters allocated by the control device more reasonable, resulting in smoother changes in roll angle and roll rate. This can better reduce the lateral impact felt by passengers when the vehicle is cornering, improve passenger comfort when the vehicle is cornering, and enhance the user experience.

[0032] In one possible implementation of the first aspect, the suspension travel information includes a first travel difference, which is the difference between the travel of a first suspension and the travel of a second suspension of the vehicle, the first and second suspensions being located on opposite sides of the vehicle.

[0033] In the above embodiment, the first suspension and the second suspension are located on both sides of the vehicle, and the difference between the travel of the suspensions on both sides of the vehicle reflects the body roll information when the vehicle is turning.

[0034] In one possible implementation of the first aspect, the first suspension and the second suspension are located on the first axle, and the suspension travel information also includes a second travel difference, which is the difference between the travel of the third suspension and the travel of the fourth suspension of the vehicle. The third suspension and the fourth suspension are located on both sides of the vehicle and are located on the second axle. The first axle and the second axle are different.

[0035] In the above embodiment, the third and fourth suspensions are located on both sides of the vehicle, and the difference between the travel of the suspensions on both sides of the vehicle reflects the body roll information when the vehicle is turning.

[0036] In one possible implementation of the first aspect, the control device obtains the first yaw moment based on the second yaw moment and the third yaw moment, comprising: the control device obtaining the first yaw moment based on the second yaw moment, a weight corresponding to the second yaw moment, the third yaw moment, and a weight corresponding to the third yaw moment. The weights corresponding to the second yaw moment and the third yaw moment are related to at least one of the following: road information on which the vehicle is traveling, the driver's driving style, the vehicle's instability state, or the vehicle speed.

[0037] In the above embodiments, the control device uses the weight corresponding to the second yaw moment to adjust the ratio of the second yaw moment to the first yaw moment, and uses the weight corresponding to the third yaw moment to adjust the ratio of the third yaw moment to the first yaw moment. Under different vehicle scenarios, the control device can flexibly adjust the ratios of the second and third yaw moments to the first yaw moment, making the determined first yaw moment more consistent with the current vehicle scenario and the user's needs, thereby improving the user experience.

[0038] In one possible implementation of the first aspect, the control device obtains the first roll moment based on the second roll moment and the third roll moment, including: obtaining the first roll moment based on the second roll moment, a weight corresponding to the second roll moment, the third roll moment, and a weight corresponding to the third roll moment. The weights corresponding to the second roll moment and the third roll moment are related to at least one of the following: road information on which the vehicle is traveling, the driver's driving style, the vehicle's instability state, or the vehicle speed.

[0039] In the above embodiments, the control device uses the weight corresponding to the second roll moment to adjust the ratio of the second roll moment to the first roll moment, and uses the weight corresponding to the third roll moment to adjust the ratio of the third roll moment to the first roll moment. Under different vehicle scenarios, the control device can flexibly adjust the ratios of the second and third roll moments to the first roll moment, making the determined first roll moment more consistent with the current vehicle scenario and the user's needs, thereby improving the user experience.

[0040] In one possible implementation of the first aspect, the suspension travel deviation value is related to a first travel difference, a weight corresponding to the first travel difference, a second travel difference, and a weight corresponding to the second travel difference. The weights corresponding to the first and second travel differences are related to the vehicle's driving mode. For example, the vehicle's driving modes include a first mode and a second mode. In the first mode, more attention needs to be paid to the comfort of rear passengers, and the weight corresponding to the first travel difference is greater than the weight corresponding to the second travel difference. In the second mode, more attention needs to be paid to the comfort of front passengers, and the weight corresponding to the first travel difference is less than the weight corresponding to the second travel difference.

[0041] In the above embodiments, the control device uses the weight corresponding to the first travel difference to adjust the proportion of the first travel difference to the suspension travel deviation value, and uses the weight corresponding to the second travel difference to adjust the proportion of the second travel difference to the suspension travel deviation value. When passenger needs differ, the control device can flexibly adjust the proportions of the first and second travel differences to the suspension travel deviation value, making the determined suspension travel deviation value more aligned with passenger needs and improving the user experience.

[0042] Secondly, this application provides a control device, including a transceiver unit and a processing unit. The transceiver unit is used to acquire information about the vehicle's steering angle, vehicle speed, and suspension travel. The processing unit is used to control a first motor to operate at a first torque and a second motor to operate at a second torque based on the steering angle, vehicle speed, and suspension travel information. The vehicle includes a suspension, a first motor, a second motor, a first wheel, and a second wheel. The first wheel and the second wheel are located on opposite sides of the vehicle. The first motor drives the first wheel, and the second motor drives the second wheel. The first torque and the second torque are distributed based on a first yaw moment, and the steering angle, vehicle speed, and suspension travel information correspond to the first yaw moment.

[0043] In one possible implementation of the second aspect, the processing unit is further configured to obtain a first yaw moment based on steering angle, vehicle speed, and suspension travel information.

[0044] In one possible implementation of the second aspect, the suspension travel information satisfies a first preset condition, or the steering angle and vehicle speed satisfy a second preset condition.

[0045] In one possible implementation of the second aspect, the processing unit is further configured to obtain a second yaw moment based on the steering angle and vehicle speed, obtain a third yaw moment based on the suspension travel information, and obtain a first yaw moment based on the second yaw moment and the third yaw moment.

[0046] In one possible implementation of the second aspect, the processing unit is further configured to determine a yaw rate deviation value for the vehicle, the yaw rate deviation value being the deviation between the vehicle's current yaw rate and the vehicle's first yaw rate. The processing unit is also configured to obtain a fourth yaw moment based on the yaw rate deviation value, and to obtain a first yaw moment based on the second yaw moment, the third yaw moment, and the fourth yaw moment.

[0047] In one possible implementation of the second aspect, the first and second wheels are located on a first axle. The vehicle also includes a third motor, a fourth motor, a third wheel, and a fourth wheel, located on opposite sides of the vehicle and on a second axle. The third motor drives the third wheel, and the fourth motor drives the fourth wheel. The first axle is different from the second axle. The processing unit is also configured to control the third motor to operate with a third torque and the fourth motor to operate with a fourth torque based on steering angle, vehicle speed, and suspension travel information. The third and fourth torques are based on a first yaw moment distribution.

[0048] In one possible implementation of the second aspect, the suspension further includes a first suspension and a second suspension, located on opposite sides of the vehicle. The processing unit is further configured to assign first parameters to the first suspension and second parameters to the second suspension. The first and second parameters are obtained based on a first roll moment, with steering angle, vehicle speed, and suspension travel information corresponding to the first roll moment. Optionally, the first parameter includes at least one of suspension damping, stiffness, and adjustment force.

[0049] In one possible implementation of the second aspect, the processing unit is further configured to obtain a first roll moment based on steering angle, vehicle speed, and suspension travel information.

[0050] In one possible implementation of the second aspect, the processing unit is further configured to obtain a second roll moment based on the steering angle and vehicle speed, obtain a third roll moment based on the suspension travel information, and obtain a first roll moment based on the second roll moment and the third roll moment.

[0051] In one possible implementation of the second aspect, the processing unit is further configured to determine the current roll angle of the vehicle and obtain a fourth roll moment based on the current roll angle. The processing unit is also configured to obtain a first roll moment based on the second roll moment, the third roll moment, and the fourth roll moment.

[0052] In one possible implementation of the second aspect, the processing unit is further configured to determine a suspension travel deviation value, the travel deviation value being the deviation between the travel of the inner suspension when the vehicle is turning and the travel of the outer suspension when the vehicle is turning. The processing unit is further configured to obtain a fifth roll moment based on the travel deviation value, and to obtain a first roll moment based on the second roll moment, the third roll moment, and the fifth roll moment.

[0053] In one possible implementation of the second aspect, the first and second suspensions are located on the first axle. The vehicle also includes a third and fourth suspension, located on both sides of the vehicle, and on the second axle. The first and second axles are different. The processing unit is further configured to assign third parameters to the third suspension and fourth parameters to the fourth suspension. The third and fourth parameters are obtained based on the first roll moment, and the steering angle, vehicle speed, and suspension travel information correspond to the first roll moment.

[0054] In one possible implementation of the second aspect, the suspension travel information includes a first travel difference, which is the difference between the travel of the vehicle's first suspension and the travel of the vehicle's second suspension, the first and second suspensions being located on opposite sides of the vehicle.

[0055] In one possible implementation of the second aspect, the first suspension and the second suspension are located on the first axle, and the suspension travel information also includes a second travel difference, which is the difference between the travel of the third suspension and the travel of the fourth suspension of the vehicle. The third suspension and the fourth suspension are located on both sides of the vehicle and are located on the second axle. The first axle and the second axle are different.

[0056] In one possible implementation of the second aspect, the processing unit is further configured to obtain a first yaw moment based on a second yaw moment, a weight corresponding to the second yaw moment, a third yaw moment, and a weight corresponding to the third yaw moment. The weights corresponding to the second yaw moment and the third yaw moment are related to at least one of the following: road information on which the vehicle is traveling, the driver's driving style, the vehicle's instability state, or the vehicle speed.

[0057] In one possible implementation of the second aspect, the processing unit is further configured to obtain a first roll moment based on a second roll moment, a weight corresponding to the second roll moment, a third roll moment, and a weight corresponding to the third roll moment. The weights corresponding to the second roll moment and the third roll moment are related to at least one of the following: road information on which the vehicle is traveling, the driver's driving style, the vehicle's instability state, or the vehicle speed.

[0058] In one possible implementation of the second aspect, the suspension travel deviation value is related to a first travel difference, a weight corresponding to the first travel difference, a second travel difference, and a weight corresponding to the second travel difference. The weights corresponding to the first and second travel differences are related to the vehicle's driving mode. For example, the vehicle's driving modes include a first mode and a second mode. In the first mode, more attention needs to be paid to the comfort of rear passengers, and the weight corresponding to the first travel difference is greater than the weight corresponding to the second travel difference. In the second mode, more attention needs to be paid to the comfort of front passengers, and the weight corresponding to the first travel difference is less than the weight corresponding to the second travel difference.

[0059] Thirdly, embodiments of this application provide a computing device, the computing device including a processor and a memory, the memory storing a program, the processor executing the program stored in the memory to enable the computing device to implement the method described in any of the first aspects above.

[0060] Fourthly, this application provides a vehicle that includes the control device described in the second aspect or the computing device described in the third aspect, the vehicle being used to implement the method described in any of the first aspects.

[0061] Fifthly, embodiments of this application provide a computer-readable storage medium for storing a computer program, the computer program including instructions for performing the method described in any of the first aspects above.

[0062] In a sixth aspect, this application provides a computer program product including computer instructions that, when executed by a control device, computing device, or processor, cause the method described in any of the first aspects to be implemented.

[0063] In a seventh aspect, this application provides a chip including a processor for executing computer execution instructions to cause a device on which the chip is mounted to perform the method described in any of the first aspects above.

[0064] The solutions provided in the second to seventh aspects above are used to implement or cooperate with the methods provided in the first aspect above, and therefore can achieve the same or corresponding beneficial effects as the first aspect, which will not be elaborated here. Attached Figure Description

[0065] The accompanying drawings used in the description of the embodiments will be briefly introduced below.

[0066] Figure 1A This is a schematic diagram of a vehicle with dual motors and independently driven rear wheels, provided in an embodiment of this application.

[0067] Figure 1B This is a schematic diagram of a vehicle with dual-motor independent front wheel drive provided in an embodiment of this application;

[0068] Figure 1C This is a schematic diagram of a four-motor, four-wheel independent drive vehicle provided in an embodiment of this application;

[0069] Figure 1D This is a schematic diagram of the architecture of a vehicle provided in an embodiment of this application;

[0070] Figure 2 This is a flowchart illustrating a control method provided in an embodiment of this application;

[0071] Figure 3 This is a schematic diagram of a turning scenario provided in an embodiment of this application;

[0072] Figure 4 This is a schematic diagram illustrating a possible correspondence between a turning angle threshold and a vehicle speed threshold provided in an embodiment of this application.

[0073] Figure 5 This is a schematic diagram illustrating the correspondence between the deviation values ​​of vehicle speed, turning angle, and first yaw rate obtained through pre-testing, and the yaw rate of the vehicle, provided in an embodiment of this application.

[0074] Figure 6 This is a schematic diagram of the relationship curve between the turning angle and the first yaw angle acceleration at different vehicle speeds obtained through pre-testing, provided in an embodiment of this application.

[0075] Figure 7 This is a schematic diagram of the relationship curve between the turning angle and the first yaw rate at a certain vehicle speed obtained through pre-testing, and the relationship curve between the turning angle and the original vehicle's yaw rate, provided in an embodiment of this application.

[0076] Figure 8 This is a schematic diagram of the relationship curve between lateral acceleration and first travel deviation value obtained through pre-testing, and the relationship curve between lateral acceleration and travel deviation value of vehicle suspension, provided in an embodiment of this application.

[0077] Figure 9 This is a schematic diagram of another turning scenario provided in the embodiments of this application;

[0078] Figure 10 This is a flowchart illustrating another possible control method provided in the embodiments of this application;

[0079] Figure 11 This is a flowchart illustrating another possible control method provided in the embodiments of this application;

[0080] Figure 12 This is a schematic diagram of the structure of a control device provided in an embodiment of this application;

[0081] Figure 13 This is a schematic diagram of the structure of a computing device provided in an embodiment of this application. Detailed Implementation

[0082] The following section provides an exemplary description of the systems and scenarios in which this application may be applied. It should be noted that the system architecture and business scenarios described in this application are for the purpose of more clearly illustrating the technical solutions of this application and do not constitute a limitation on the technical solutions provided in this application. Those skilled in the art will understand that, with the evolution of system architecture and the emergence of new business scenarios, the technical solutions provided in this application are equally applicable to similar technical problems.

[0083] Please see Figure 1A , Figure 1A This is a schematic diagram of a vehicle with dual-motor independent rear wheel drive, as provided in an embodiment of this application. Figure 1A As shown, a vehicle with dual-motor independent rear-wheel drive includes a left front wheel, a left rear wheel, a right front wheel, a right rear wheel, a left rear motor, and a right rear motor. The left rear motor drives the left rear wheel to rotate, and the right rear motor drives the right rear wheel to rotate, thus enabling the vehicle to move forward or backward. Optionally, Figure 1A The vehicle shown also includes a front motor, which drives the left and right front wheels to rotate, enabling the vehicle to move forward or backward. In this case, the vehicle is a three-motor driven vehicle with one front and two rear motors. For example, the motors can be hub motors, wheel-side motors, integrated dual electric drives, two independent single electric drives, and so on.

[0084] Please see Figure 1B , Figure 1B This is a schematic diagram of a vehicle with dual-motor independent front wheel drive, as provided in an embodiment of this application. Figure 1B As shown, a vehicle with dual-motor independent front-wheel drive includes a left front wheel, a left rear wheel, a right front wheel, a right rear wheel, a left front motor, and a right front motor. The left front motor drives the left front wheel, and the right front motor drives the right front wheel, enabling the vehicle to move forward or backward. Optionally, Figure 1B The vehicle shown also includes a rear motor, which drives the left and right rear wheels to rotate, enabling the vehicle to move forward or backward. In this case, the vehicle is a three-motor driven vehicle with two motors in the front and one in the rear.

[0085] Please see Figure 1C , Figure 1C This is a schematic diagram of a four-motor, four-wheel independently driven vehicle provided in an embodiment of this application. Figure 1C As shown, a four-motor, four-wheel independently driven vehicle includes a left front wheel, a left rear wheel, a right front wheel, a right rear wheel, a left front motor, a right front motor, a left rear motor, and a right rear motor. The left front motor drives the left front wheel, the right front motor drives the right front wheel, the left rear motor drives the left rear wheel, and the right rear motor drives the right rear wheel, thus enabling the vehicle to move forward or backward.

[0086] Please see Figure 1D , Figure 1D This is a schematic diagram of the architecture of a vehicle provided in an embodiment of this application. Figure 1D As shown, the vehicle 100 includes a control unit 107, a sensor system 109, multiple wheels, two axles, multiple motors, and multiple suspensions. It should be understood that the type of vehicle shown here is merely an example, and in a specific implementation, the vehicle 100 can be different types of vehicles such as cars, trucks, trains, buses, vans, and electric vehicles. Figure 1D Taking vehicle 100 as an example of a four-motor, four-wheel independent drive vehicle, the following explanation is provided. In a specific implementation, vehicle 100 can also be... Figure 1A The vehicle shown is a dual-motor rear-wheel drive vehicle or Figure 1B The vehicles shown are dual-motor front-wheel-drive vehicles, but not all of them are described here.

[0087] Multiple wheels can be distributed on both sides along the vehicle's direction of travel, i.e., the left wheel and the right wheel. For example... Figure 1D The first wheel 103 and the second wheel 104 are located on both sides of the vehicle 100. The first wheel 103 is the left rear wheel of the vehicle 100, and the second wheel 104 is the right rear wheel of the vehicle 100. The third wheel 112 and the fourth wheel 113 are located on both sides of the vehicle 100. The third wheel 112 is the left front wheel of the vehicle 100, and the fourth wheel 113 is the right front wheel of the vehicle 100.

[0088] Multiple wheels can be driven independently by multiple motors. (Combined) Figure 1D A first motor 101 drives the first wheel 103 to rotate, a second motor 102 drives the second wheel 104 to rotate, a third motor 110 drives the third wheel 112 to rotate, and a fourth motor 111 drives the fourth wheel 113 to rotate, thereby causing the vehicle 100 to move forward or backward. Optionally, the first wheel 103 and the second wheel 104 are located on the same axle of the vehicle 100, such as... Figure 1D The first wheel 103 and the second wheel 104 are located on the first axle 108. The third wheel 112 and the fourth wheel 113 are located on the same axle of the vehicle 100, as shown below. Figure 1D The third wheel 112 and the fourth wheel 113 are located on the second axle 116. The first axle 108 and the second axle 116 are different.

[0089] The suspension is the force-transmitting connection between the vehicle frame (or monocoque chassis) and the axles (or wheels) of a vehicle 100. The suspension includes elastic elements that support vertical loads and mitigate vibrations and impacts caused by uneven road surfaces. For example, when a vehicle's wheels experience a large impact, the suspension can convert kinetic energy into elastic potential energy and store it, releasing the stored elastic potential energy when the wheels bounce down or return to their original driving state.

[0090] Multiple suspensions can be distributed on both sides along the vehicle's direction of travel, i.e., the left suspension and the right suspension. For example... Figure 1D The first suspension 105 and the second suspension 106 are located on both sides of the vehicle 100. The first suspension 105 is the left rear suspension of the vehicle 100, and the second suspension 106 is the right rear suspension of the vehicle 100. The third suspension 114 and the fourth suspension 115 are located on both sides of the vehicle 100. The third suspension 114 is the left front suspension of the vehicle 100, and the fourth suspension 115 is the right front suspension of the vehicle 100. Optionally, the first suspension 105 and the second suspension 106 are located on the same axle of the vehicle 100, such as... Figure 1D The first suspension 105 and the second suspension 106 are located on the first axle 108. The third suspension 114 and the fourth suspension 115 are located on the same axle of the vehicle 100, such as... Figure 1D The third suspension 114 and the fourth suspension 115 are located on the second axle 116.

[0091] The sensor system 109 has information acquisition capabilities and can collect sensor data. This sensor data includes the turning angle of the vehicle 100, the vehicle speed, and the suspension travel information of the vehicle 100. Exemplarily, the sensor system 109 is communicatively connected to the control device 107 and can send the sensor data collected by the sensor system 109 to the control device 107 according to the connection line between the two. Exemplarily, the sensor system includes one or more of the following sensors: suspension sensor, inertial sensor, speed sensor, steering wheel angle sensor, etc.

[0092] The suspension sensor is used to collect the travel information of the suspension of the vehicle 100, such as the values ​​and changes in the travel of the left front suspension (third suspension 114), right front suspension (fourth suspension 115), left rear suspension (first suspension 105), and right rear suspension (second suspension 106) of the vehicle 100.

[0093] The steering wheel angle sensor is used to collect the steering angle of the vehicle 100. This steering angle can be the original steering wheel input angle or the wheel angle calculated based on the original steering wheel input angle.

[0094] The speed sensor is used to monitor the speed of vehicle 100. Optionally, the speed sensor may also include wheel speed sensors to collect the wheel speeds of the vehicle's wheels and calculate and output the vehicle speed based on the wheel speeds.

[0095] The inertial sensor is used to monitor the changes in the body attitude signal of the vehicle 100. The sensor data collected by the inertial sensor includes at least the lateral acceleration of the vehicle 100 (acceleration perpendicular to the forward direction of the vehicle 100, used to characterize the changes in lateral force of the vehicle 100 when turning, changing lanes or skidding) and the yaw rate (angular velocity of the vehicle 100 about the vertical axis (the axis passing through the center of mass of the vehicle 100 and perpendicular to the ground).

[0096] The control device 107 has data processing and control capabilities. For example, the control device 107 can control the first motor 101 to operate with a first torque and the second motor 102 to operate with a second torque based on the steering angle, speed, and suspension travel information of the vehicle 100. The first and second torques are based on a first yaw moment distribution, with the steering angle, speed, and suspension travel information of the vehicle 100 corresponding to the first yaw moment.

[0097] As one possible implementation, the control device 107 can be a physical device, such as including one or more of the following modules: a central processing unit (CPU), a microprocessor unit (MPU), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), a complex programmable logic device (CPLD), a coprocessor (assisting the CPU in completing corresponding processing and applications), a microcontroller unit (MCU), a domain controller (DC), and / or an electronic control unit (ECU), a cockpit domain controller (CDC), a VIU, etc., wherein the domain controller includes an intelligent driving domain controller (such as a mobile data center). Further, the processing device includes at least one processor integrated in the form of a system-on-chip (SOC), commonly referred to by those skilled in the art as an SOC. The SOC may include at least one processor, and when the SOC includes multiple processors, the types of processors may be different.

[0098] Central processing unit (CPU), microprocessor unit (MPU), application-specific integrated circuit (ASIC), field-programmable gate array (FPGA), complex programmable logic device (CPLD), coprocessor (assisting the CPU in processing and applications), microcontroller unit (MCU), vehicle integrated / integration unit (VIU), and / or electronic control unit (ECU), etc. Furthermore, the control device 107 includes at least one processor integrated in the form of a system-on-chip (SOC), commonly referred to as an SOC by those skilled in the art. The SOC may include at least one processor, and when the SOC includes multiple processors, the types of processors may be different.

[0099] Of course, the above description assumes that the control device 107 is an in-vehicle device. In some solutions, the control device 107 can be a physical device located outside the vehicle, such as a server, cloud, or host, which communicates and transmits information with the vehicle. As one possible implementation, the control device 107 can be a software module, such as a virtual machine, software, program code, or container.

[0100] The control device 107 also has data acquisition capabilities. For example, the control device 107 acquires the steering angle, speed, and suspension travel information of the vehicle 100. In one possible implementation, the control device 107 is communicatively connected to other devices of the vehicle 100, and can receive and / or send information to other devices based on the connection lines between them. For example, the control device 107 is communicatively connected to the sensor system 109, and can receive sensor data sent by the sensor system 109.

[0101] As another example, the control device 107 is communicatively connected to the first motor 101 and is able to send a first torque to the first motor 101, thereby controlling the first motor 101 to operate at the first torque. The first motor 101 receives the first torque from the control device 107 and operates at the first torque. The first motor 101 can also send its current torque to the control device 107.

[0102] As another example, the control device 107 is communicatively connected to the second motor 102 and is able to send a second torque to the second motor 102, thereby controlling the second motor 102 to operate at the second torque. The second motor 102 receives the second torque from the control device 107 and operates at the second torque. The second motor 102 can also send its current torque to the control device 107.

[0103] Optionally, the vehicle 100 also includes devices such as an accelerator pedal and a brake pedal. The accelerator pedal is used to provide an acceleration intention signal, which may be a pedal position travel or a converted acceleration torque request. The brake pedal is used to provide a braking intention signal, which may be one of the following: brake pushrod travel, master cylinder pressure, or a converted braking request.

[0104] It should be noted that the foregoing description is an exemplary vehicle provided for ease of understanding of this solution and is not intended to limit the application scenarios of this solution. The solution provided in this application is also applicable to similar devices that use wheeled devices for propulsion and have data processing capabilities, such as logistics robots. Furthermore, Figure 1D The number of wheels shown for vehicle 100 is also an example. In a real implementation, vehicle 100 may contain more (e.g., six wheels, eight wheels) or fewer (e.g., three wheels) wheels.

[0105] In one possible implementation, the control device 107 acquires the steering angle, vehicle speed, and suspension travel information of the vehicle 100, and controls the first motor 101 to operate with a first torque and the second motor 102 to operate with a second torque based on these information. The information acquired by the control device includes the suspension, but the actual actuator controlled is the motor, thus the source of the acquired information differs from the actual actuator. In some scenarios, such as when the vehicle is cornering, the control device acquires a wider range of information, including lateral roll information from suspension compression or extension (i.e., suspension travel information), lateral information from the steering angle, and vehicle speed. The output torque of the motor allocated by the control device can achieve an additional yaw moment. By controlling the additional yaw moment in the opposite direction to the steering direction, the lateral acceleration and yaw rate gain during cornering are suppressed, thereby reducing the lateral impact on passengers and improving passenger comfort during cornering. Moreover, when distributing the motor's output torque, the control device not only considers the impact of the lateral information of the vehicle's cornering angle on passenger comfort, but also the impact of the suspension's compression or extension on passenger comfort. This makes the motor's output torque distribution by the control device more reasonable, resulting in a smoother change in yaw rate. This can better reduce the lateral impact on passengers when the vehicle is cornering, improve passenger comfort when cornering, and enhance the user experience.

[0106] The method provided in the embodiments of this application is described below.

[0107] Please see Figure 2 , Figure 2 This is a flowchart illustrating a control method provided in an embodiment of this application. The method is used to control a vehicle including a suspension, a first motor, a second motor, a first wheel, and a second wheel. Figure 1D The vehicle 100 is shown. The control method can be applied to the aforementioned vehicle 100, for example, executed by the vehicle 100, or executed by the control device 107 in the vehicle 100. Optionally, when the control method is executed by the control device 107 in the vehicle 100 or a component (such as a chip or module) in the control device 107, it can be considered that the method is executed by the vehicle 100. For ease of description, the following description uses the control device 107 as the executing entity.

[0108] like Figure 2 The control method shown may include steps S201 and S202. Steps S201 and S202 are as follows:

[0109] S201, the control device acquires information on the vehicle's steering angle, vehicle speed, and suspension travel.

[0110] The control device has data processing and control capabilities, for example, for Figure 1D The control device 107 shown.

[0111] A vehicle is a device capable of movement, such as a... Figure 1D The vehicle 100 shown includes a suspension (such as a first suspension 105 and a second suspension 106), a first motor 101, a second motor 102, a first wheel 103, and a second wheel 104. The first wheel 103 and the second wheel 104 are located on both sides of the vehicle, as shown. Figure 1D The first wheel 103 and the second wheel 104 are located on the left and right sides along the direction of travel of the vehicle 100. The first wheel 103 is the left rear wheel of the vehicle 100, and the second wheel 104 is the right rear wheel of the vehicle 100. The first motor 101 is used to drive the first wheel 103 to rotate, and the second motor 102 is used to drive the second wheel 104 to rotate so that the vehicle 100 moves forward or backward.

[0112] Vehicle steering angle, vehicle speed, and suspension travel information can be obtained from the vehicle's sensor system (such as...). Figure 1D The sensors in the sensor system 109 shown collect information on the vehicle's steering angle, vehicle speed, and suspension travel, and send this information to the control device.

[0113] The vehicle's steering angle can be the original steering wheel input angle. For example, the sensor system includes a steering wheel angle sensor, which acquires the original steering wheel input angle and sends it to the control device. Alternatively, the vehicle's steering angle can be the steering angle of the front wheels. For example, after receiving the original steering wheel input angle sent by the steering wheel angle sensor, the control device calculates the steering angle of the front wheels based on the original steering wheel input angle. (Combined with...) Figure 3 , Figure 3 This is a schematic diagram of a steering scenario provided in an embodiment of this application. The turning angle of the vehicle includes the turning angle of the front wheels, i.e., δ. f .

[0114] The vehicle speed can be directly acquired by a speed sensor. Exemplarily, the sensor system also includes a speed sensor that acquires the vehicle speed and sends it to the control device. Alternatively, the vehicle speed can be calculated by the control device based on the wheel speeds acquired by the speed sensor. Exemplarily, the speed sensor includes wheel speed sensors that acquire the vehicle's wheel speeds and send them to the control device, which then calculates the vehicle speed based on these wheel speeds.

[0115] The suspension travel information includes numerical values ​​of the vehicle's suspension travel. For example, the sensor system also includes a suspension sensor that acquires the suspension travel values ​​and sends these values ​​to the control unit. For instance, combined with... Figure 1D The suspension travel information includes the travel values ​​of the third suspension 114, the fourth suspension 115, the first suspension 105, and the second suspension 106 collected by the suspension sensors of vehicle 100.

[0116] Optionally, the suspension travel information also includes the amount of change in the vehicle's suspension travel. For example, combined with... Figure 1D The suspension travel information also includes the changes in the travel of the third suspension 114, fourth suspension 115, first suspension 105, and second suspension 106 of vehicle 100.

[0117] Optionally, the suspension travel information also includes a first travel difference, which is the difference between the travel of the vehicle's first suspension and the travel of the vehicle's second suspension. The first and second suspensions are located on opposite sides of the vehicle, for example... Figure 1D The first suspension 105 and the second suspension 106 are located on the left and right sides along the direction of travel of the vehicle 100. The first suspension 105 is the left rear suspension of the vehicle 100, and the second suspension 106 is the right rear suspension of the vehicle 100.

[0118] Optionally, the suspension travel information also includes a second travel difference, which is the difference between the travel of the vehicle's third suspension and the travel of the vehicle's fourth suspension. The third and fourth suspensions are located on opposite sides of the vehicle, for example... Figure 1D The third suspension 114 and the fourth suspension 115 are located on the left and right sides along the direction of travel of the vehicle 100. The third suspension 114 is the left front suspension of the vehicle 100, and the fourth suspension 115 is the right front suspension of the vehicle 100. Optionally, the first suspension 105 and the second suspension 106 are located on the same axle of the vehicle 100, such as... Figure 1D The first suspension 105 and the second suspension 106 are located on the first axle 108. The third suspension 114 and the fourth suspension 115 are located on the same axle of the vehicle 100, such as... Figure 1D The third suspension 114 and the fourth suspension 115 are located on the second axle 116. The first axle 108 and the second axle 116 are different.

[0119] The following description uses the first wheel as the left rear wheel of the vehicle, the second wheel as the right rear wheel of the vehicle, the first suspension as the left rear suspension of the vehicle, the second suspension as the right rear suspension of the vehicle, the third suspension as the left front suspension of the vehicle, and the fourth suspension as the right front suspension of the vehicle as an example.

[0120] S202, the control device controls the first motor to operate at a first torque and controls the second motor to operate at a second torque based on the steering angle, vehicle speed and suspension travel information.

[0121] The first torque and the second torque are distributed based on the first yaw moment. The first yaw moment is the anti-yaw moment generated by the vehicle, used to reduce the vehicle's yaw rate. Combined Figure 3 The solid line with a clockwise rotating arrow represents the yaw rate of the vehicle when cornering, and the dashed line with a counterclockwise rotating arrow represents the first yaw moment. F xRL For the driving force acting on the left rear wheel (such as the first wheel), F xRR For the driving force acting on the right rear wheel (such as the second wheel), F xRL and F xRR This is based on the first yaw moment. The control device can be based on F. xRL The output torque (e.g., first torque) of the motor corresponding to the left rear wheel (left rear motor, such as the first motor) is calculated, according to F xRR The output torque (e.g., second torque) of the motor corresponding to the right rear wheel (right rear motor, such as the second motor) is calculated. When the first motor operates at the first torque and the second motor operates at the second torque, the vehicle can generate a first yaw moment, which can reduce the yaw rate of the vehicle body.

[0122] The steering angle, vehicle speed, and suspension travel information correspond to the first yaw moment. In one possible implementation, the first yaw moment is obtained by the control unit based on the steering angle, vehicle speed, and suspension travel information.

[0123] In some possible implementations, the control device executes step S202 when the vehicle meets preset conditions. For example, the control device executes step S202 when the suspension travel information meets a first preset condition. Alternatively, the control device executes step S202 when the vehicle's steering angle and speed meet a second preset condition. Of course, the control device may also execute step S202 when both the suspension travel information meets the first preset condition and the vehicle's steering angle and speed meet the second preset condition.

[0124] The first and second preset conditions will be described below.

[0125] The suspension travel information includes a first travel difference, and a first preset condition includes the first travel difference being greater than a first threshold. Alternatively, the suspension travel information includes a second travel difference, and the first preset condition includes the second travel difference being greater than the first threshold. If the suspension travel information includes both a first travel difference and a second travel difference, the first preset condition includes the suspension travel deviation value being greater than the second threshold. Wherein, the suspension travel deviation value is the deviation between the travel of the inner suspension and the travel of the outer suspension when the vehicle is turning. The inner suspension is the suspension closest to the inside of the curve when the vehicle is turning, and the outer suspension is the suspension closest to the outside of the curve when the vehicle is turning. For example, if... Figure 1D The vehicle 100 shown is turning right. The inner suspension includes a second suspension 106 and a fourth suspension 115, and the outer suspension includes a second suspension 106 and a fourth suspension 115. For example, the suspension travel deviation value is related to a first travel difference, a weight corresponding to the first travel difference, a second travel difference, and a weight corresponding to the second travel difference.

[0126] For example, the suspension travel deviation can be calculated using formula (1):

[0127] ΔL est =c7|L RI -L RO |+c8|L FI -L FO | (1)

[0128] Where, ΔL est L represents the suspension travel deviation value. RI L is the value of the first suspension travel. RO The value for the second suspension travel, |L RI -L RO | represents the absolute value of the first travel difference, L FI L is the value for the third suspension travel.FO The value for the fourth suspension travel, |L FI -L FO | represents the absolute value of the second travel difference, c7 represents the weight corresponding to the first travel difference, and c8 represents the weight corresponding to the second travel difference.

[0129] Optionally, the weights corresponding to the first and second travel differences are related to the vehicle's driving mode. For example, the vehicle's driving modes include a first mode and a second mode. In the first mode, more attention needs to be paid to the comfort of rear passengers, so the weight corresponding to the first travel difference is greater than the weight corresponding to the second travel difference, i.e., c7 is greater than c8, for example, c7 is 7 and c8 is 3. In the second mode, more attention needs to be paid to the comfort of front passengers, so the weight corresponding to the first travel difference is less than the weight corresponding to the second travel difference, i.e., c7 is less than c8, for example, c7 is 4 and c8 is 6.

[0130] The second preset condition includes either the vehicle's speed being greater than a speed threshold corresponding to the vehicle's turning angle, or the vehicle's turning angle being greater than a turning angle threshold corresponding to the vehicle's speed. For ease of understanding, Figure 4 This is a schematic diagram illustrating a possible correspondence between a turning angle threshold and a vehicle speed threshold provided in an embodiment of this application. After the control device obtains the vehicle speed, it can... Figure 4 The system obtains the turning angle threshold corresponding to the vehicle speed. If the vehicle's turning angle is greater than the turning angle threshold corresponding to the vehicle speed, then the turning angle and vehicle speed are considered to meet the second preset condition. Similarly, after obtaining the vehicle's turning angle, the control device can... Figure 4 The vehicle speed threshold corresponding to the turning angle is obtained. If the vehicle speed is greater than the vehicle speed threshold corresponding to the turning angle, the turning angle and vehicle speed are considered to meet the second preset condition.

[0131] In some cases, steering angle and vehicle speed are used to obtain the second yaw moment (i.e., yaw-corrected yaw moment), and suspension travel information is used to obtain the third yaw moment (i.e., roll-corrected yaw moment). The control device can obtain the first yaw moment based on the second and third yaw moments.

[0132] The control device obtains the second yaw moment based on the steering angle and vehicle speed. For example, the second yaw moment can be calculated using formula (2):

[0133]

[0134] Where, ΔM z_Yaw The second yaw moment, 'a' is the distance from the vehicle's center of gravity to the front axle (e.g., ...). Figure 1D The distance from the second axle (116) in the vehicle, where b is the distance from the vehicle's center of gravity to the rear axle (e.g., ...). Figure 1D The distance between the first axle (108) and the first axle is given, where k1 is the front wheel lateral stiffness, k2 is the rear wheel lateral stiffness, and ω is the lateral stiffness. Tar Let ω be the first yaw angular velocity.est Let ω be the yaw rate of the vehicle. Tar -ω est ) represents the deviation between the first yaw rate and the vehicle's yaw rate, where u is the vehicle speed. The first yaw rate is the vehicle's yaw rate when passenger comfort is good.

[0135] Optionally, ΔM z_Yaw It can be calculated and converted into a steering angle (such as the steering angle δ of the front wheel of a car). f A two-dimensional table of vehicle speed (u) and vehicle velocity (u), i.e., ΔM z_Yaw =map1(δ f After the control device obtains the vehicle speed and steering angle, it can obtain the second yaw moment ΔM corresponding to the steering angle and vehicle speed through a two-dimensional table (map1). z_Yaw In other words, the control device does not need to perform complex calculations during the calculation process; it can directly obtain the second yaw moment ΔM corresponding to the steering angle and vehicle speed through map1. 性_Yaw It can simplify the calculation process and speed up the output of calculation results.

[0136] In some possible cases, (ω) Tar -ω est This can be obtained based on pre-tested data, such as by looking up the vehicle's speed and turning angle in a pre-tested chart. Combined with... Figure 5 , Figure 5 This is a schematic diagram illustrating the correspondence between the deviation values ​​of vehicle speed, steering angle, and first yaw rate obtained through pre-testing, as provided in an embodiment of this application, and the vehicle's yaw rate. Different curves are used to represent the relationship between the steering angle and (ω) at different vehicle speeds. Tar -ω est The corresponding relationship. After the control device obtains the vehicle's speed and turning angle, it can... Figure 5 Obtain the corresponding (ω) for the vehicle speed and steering angle Tar -ω est ).

[0137] Optionally, Figure 5 This can be obtained by subtracting the curves showing the relationship between the turning angle and the first yaw rate at different vehicle speeds from the curves showing the relationship between the turning angle and the original vehicle's yaw rate at different vehicle speeds. Combined with... Figure 6 , Figure 6 This is a schematic diagram illustrating the relationship between steering angle and first yaw rate acceleration at different vehicle speeds, obtained through pre-testing, according to an embodiment of this application. The relationship between steering angle and first yaw rate acceleration at different vehicle speeds can be based on... Figure 6 The results are not all shown here. Figure 7This is a schematic diagram illustrating the relationship between the steering angle and the first yaw rate at a certain vehicle speed, as well as the relationship between the steering angle and the original vehicle's yaw rate, obtained through pre-testing, according to an embodiment of this application. When... Figure 7 By subtracting the two correspondences in the equation, we can obtain the turning angle (ω) at that vehicle speed. Tar -ω est The corresponding curve of ) . In other words, there is no need for the control device to obtain the vehicle's yaw rate in real time through sensors; it can be directly based on Figure 5 Get the vehicle speed and steering angle corresponding to (ω) Tar -ω est This reduces reliance on yaw rate data from inertial sensors, lowers procurement and calibration costs, eliminates hardware failure points, enhances resistance to environmental interference, and improves reliability. Moreover, it eliminates the need to calculate the difference between the two, thereby increasing response speed and accelerating the output of calculation results.

[0138] The control device obtains the third yaw moment based on the suspension travel information. For example, the third yaw moment can be calculated using formula (3):

[0139]

[0140] Where, ΔM z_Roll The third yaw moment, g is the acceleration due to gravity, and K Φ For the overall roll stiffness of the vehicle, m s h is the sprung mass. s Let ΔL be the height of the center of mass. Tar The first stroke deviation value, (ΔL) Tar -ΔL est ) represents the difference between the first travel deviation value and the travel deviation value of the vehicle's suspension, where a, k1, b, k2, and ΔL are the values ​​of the first travel deviation value and the second travel deviation value. est See the aforementioned description. The first travel deviation value is the suspension travel deviation value of the vehicle when passenger comfort is good.

[0141] Similarly, (ΔL Tar -ΔL est This can be obtained based on pre-tested data, such as by looking up the vehicle's lateral acceleration or suspension travel deviation values ​​in pre-tested charts. Combined with... Figure 8 , Figure 8 This is a schematic diagram illustrating the relationship between lateral acceleration and a first travel deviation value (i.e., ComfortΔL) obtained through pre-testing, and the relationship between lateral acceleration and the travel deviation value of the vehicle's suspension (i.e., DefaultΔL) provided in this application embodiment. The control device acquires the travel deviation value of the vehicle's suspension (i.e., ΔL). est After that, it can be accessed through Figure 8The first travel deviation value ΔL corresponding to the travel deviation value of the vehicle's suspension is obtained. Tar And calculate (ΔL) Tar -ΔL est ).

[0142] Optionally, ΔM z_Roll It can be calculated and converted into the first travel difference (i.e., (L) RI -L RO )) and the second travel difference (i.e. (L FI -L FO A two-dimensional table, namely ΔM z_Roll =map3((L FI -L FO ),(L RI -L RO After the control device obtains the first travel difference and the second travel difference of the vehicle, it can obtain the third yaw moment ΔM corresponding to the first travel difference and the second travel difference through a two-dimensional table (map3). z_Roll In other words, the control device does not need to perform complex calculations during the calculation process; it can directly obtain the third yaw moment ΔM corresponding to the first and second travel differences through map3. z_Roll It can simplify the calculation process and speed up the output of calculation results.

[0143] The control device derives the first yaw moment based on the second and third yaw moments. In one possible implementation, the first yaw moment is the sum of the second and third yaw moments.

[0144] In another possible implementation, when the control device obtains the first yaw moment, it also needs to use the weights corresponding to the second yaw moment and the third yaw moment. For example, the control device obtains the first roll moment based on the second yaw moment, its corresponding weight, the third yaw moment, and its corresponding weight. For instance, the first yaw moment can be calculated using formula (4):

[0145] ΔM z =C3ΔM z_Yaw +C4ΔM z_Roll (4)

[0146] Where, ΔM zC3 represents the weight of the first yaw moment, C4 represents the weight of the second yaw moment, and C5 represents the weight of the third yaw moment. A larger weight indicates a greater proportion of the first yaw moment. The weights of the second and third yaw moments (C3 and C4) can be fixed values. Alternatively, the weights of the second and third yaw moments (C3 and C4) can be variables related to vehicle information. For example, C3 and C4 may be related to at least one of the following: road conditions, driver's driving style, vehicle instability, or vehicle speed. For instance, when driving on rainy, snowy, or slippery roads, increasing C3 increases the proportion of the second yaw moment to the first yaw moment, thus improving the vehicle's lateral stability. Similarly, at higher speeds, increasing C4 increases the proportion of the third yaw moment to the first yaw moment, thus improving the vehicle's roll stability. For example, when a vehicle is in an unstable state, C3 can be increased to increase the proportion of the second yaw moment to the first yaw moment, thereby improving the vehicle's lateral stability.

[0147] In some possible cases, the control unit may also use a feedback yaw moment when it receives the first yaw moment. For example, the control unit may obtain a fourth yaw moment (i.e., a feedback yaw moment) based on a yaw rate deviation value. The yaw rate deviation value is the difference between the vehicle's current yaw rate and its first yaw rate. The vehicle's current yaw rate can be obtained from the vehicle's sensor system (e.g., ...). Figure 1D The sensor system 109 shown acquires the vehicle's current actual yaw rate through sensors (such as inertial sensors). The control device can... Figure 6 The first yaw rate of the vehicle is obtained based on the vehicle's turning angle and speed, and then the deviation between the current yaw rate and the first yaw rate is obtained, i.e., the yaw rate deviation value.

[0148] For example, the fourth yaw moment can be calculated using formula (5):

[0149]

[0150] Where, ΔM Z_FB For the fourth yaw moment, (ω) Tar -ω est ) represents the yaw rate deviation value, K P K I K D K represents the three parameters of the proportional-integral-derivative (PID) control method. P K is the proportional control parameter. I K is the integral control parameter.D These are the differential control parameters.

[0151] It should be noted that in formula (5) (ω) Tar -ω est ) and (ω) in the aforementioned formula (2) Tar -ω est The methods for obtaining (ω) are different, and the (ω) in the aforementioned formula (2) are different. Tar -ω est ) is the control device in Figure 5 The value is obtained based on the vehicle's turning angle and speed, while in formula (5) (ω) Tar -ω est The control device is based on the vehicle's current yaw rate (e.g., obtained through inertial sensors) and... Figure 6 The first yaw rate of the vehicle is obtained by subtracting the vehicle's turning angle and speed.

[0152] The control device derives the first yaw moment based on the second yaw moment, the third yaw moment, and the fourth yaw moment. In one possible implementation, the first yaw moment is the sum of the second, third, and fourth yaw moments.

[0153] In another possible implementation, when the control device obtains the first yaw moment, it also needs to use the weights corresponding to the second yaw moment, the third yaw moment, and the fourth yaw moment. For example, the control device obtains the first yaw moment based on the second yaw moment, the weights corresponding to the second yaw moment, the third yaw moment, the weights corresponding to the third yaw moment, the fourth yaw moment, and the weights corresponding to the fourth yaw moment. For instance, the first yaw moment can be calculated using formula (6):

[0154] ΔM z =(C3ΔM z_Yaw +C4ΔM z_Roll )+C6ΔM Z_FB (6)

[0155] Here, C6 represents the weight corresponding to the fourth yaw moment; other parameters are described in the preceding sections. Similarly, the weight corresponding to the fourth yaw moment (C6) can be a fixed value. Alternatively, the weight corresponding to the fourth yaw moment (C6) can be a variable related to some vehicle information. For example, C6 might be related to vehicle speed, lateral acceleration, etc. For instance, when the vehicle speed is low (e.g., less than the third threshold) or the lateral acceleration is low (e.g., less than the fourth threshold), C6 can be decreased to reduce the proportion of the fourth yaw moment to the first yaw moment, thereby improving vehicle stability. Conversely, when the vehicle speed is high (e.g., greater than the fifth threshold) or the lateral acceleration is high (e.g., less than the sixth threshold), C6 can be increased to increase the proportion of the fourth yaw moment to the first yaw moment, thereby improving vehicle stability. The fifth threshold can be the same as the third threshold, and the sixth threshold can be the same as the fourth threshold.

[0156] Optionally, during the process of obtaining the first yaw moment, the control device may also perform filtering, amplitude limiting, and other processing operations.

[0157] After obtaining the first yaw moment, the control device can allocate the first torque of the first motor and the second torque of the second motor. For example, the control device can use formula (7) to allocate the driving force of the first wheel and the driving force of the second wheel:

[0158]

[0159] Where, δ r Let δ be the rotation angle of the drive wheels corresponding to the first and second motors. Referring to the previous example, δ r This refers to the turning angle of the rear wheels, L. B F represents the vehicle's track width. xRR F is the driving force for the right rear wheel (i.e., the second wheel) of the vehicle. xRL This is the driving force for the left rear wheel (i.e., the first wheel) of the vehicle.

[0160] The control device can be based on the driving force F of the vehicle's left rear wheel (i.e., the first wheel). xRL The output torque (i.e., the first torque) of the motor corresponding to the first wheel (i.e., the first motor) is calculated. For example, the control device is based on F xRL The first torque of the first motor is obtained from the rolling radius of the first wheel and the transmission speed ratio of the first wheel. Similarly, the control device can be based on the driving force F of the right rear wheel (i.e., the second wheel) of the vehicle. xRR The output torque (i.e., the second torque) of the motor corresponding to the second wheel is calculated. For example, the control device is based on F xRR The second torque of the second motor is obtained from the rolling radius of the second wheel and the transmission speed ratio of the second wheel.

[0161] Furthermore, the control device outputs a first control command to the first motor, which instructs the first motor to operate with a first torque, and outputs a second control command to the second motor, which instructs the second motor to operate with a second torque, thereby causing the vehicle to generate a first yaw moment, reducing the yaw rate of the vehicle body, and weakening the lateral impact on the occupants.

[0162] The above description uses a vehicle comprising a first wheel, a second wheel, a first motor, and a second motor as an example. In some cases, the vehicle may also include a third wheel, a fourth wheel, a third motor, and a fourth motor. The control device can further control the third motor to operate with a third torque and the fourth motor to operate with a fourth torque based on steering angle, vehicle speed, and suspension travel information. The third and fourth torques are based on the first yaw moment distribution. Figure 1D The vehicle 100 also includes a third wheel 112, a fourth wheel 113, a third motor 110, and a fourth motor 111. The third wheel 112 and the fourth wheel 113 are located on both sides of the vehicle 100, as shown below. Figure 1D The third wheel 112 and the fourth wheel 113 are located on the left and right sides along the direction of travel of the vehicle 100. The third wheel 112 is the left front wheel of the vehicle 100, and the fourth wheel 113 is the right front wheel of the vehicle 100. The third motor 110 drives the third wheel 112 to rotate, and the fourth motor 111 drives the fourth wheel 113 to rotate, so that the vehicle 100 moves forward or backward. Optionally, the first wheel 103 and the second wheel 104 are located on the same axle of the vehicle 100, such as... Figure 1D The first wheel 103 and the second wheel 104 are located on the first axle 108. The third wheel 112 and the fourth wheel 113 are located on the same axle of the vehicle 100, as shown below. Figure 1D The third wheel 112 and the fourth wheel 113 are located on the second axle 116. The first axle 108 and the second axle 116 are different.

[0163] The following description uses the third wheel as the left front wheel and the fourth wheel as the right front wheel of the vehicle as an example.

[0164] For example, the control device can use formula (8) to distribute the driving force of the first wheel, the driving force of the second wheel, the driving force of the third wheel, and the driving force of the fourth wheel:

[0165]

[0166] Where, δ f Let δ be the rotation angle of the drive wheels corresponding to the third and fourth motors. Referring to the previous example, δ f That is, the turning angle of the front wheels of the car, F xFR F is the driving force for the right front wheel (i.e., the fourth wheel) of the vehicle. xFLThis is the driving force for the vehicle's left front wheel (i.e., the third wheel). Other parameters are described in the preceding descriptions.

[0167] Similarly, the control device can be based on the driving force F of the vehicle's left front wheel (i.e., the first wheel). xDL The output torque (i.e., the third torque) of the motor corresponding to the third wheel is calculated. For example, the control device is based on F xFL The third torque of the third motor is obtained from the rolling radius of the third wheel and the transmission ratio of the third wheel. Similarly, the control device can be based on the driving force F of the vehicle's right front wheel (i.e., the fourth wheel). xFR The output torque (i.e., the fourth torque) of the motor corresponding to the fourth wheel is calculated. For example, the control device is based on F xFR The fourth torque of the fourth motor is obtained from the rolling radius of the fourth wheel and the transmission speed ratio of the fourth wheel.

[0168] Furthermore, the control device outputs a third control command to the third motor, which instructs the third motor to operate with a third torque, and outputs a fourth control command to the fourth motor, which instructs the fourth motor to operate with a fourth torque, thereby generating a first yaw moment in the vehicle, reducing the yaw rate of the vehicle body, and weakening the lateral impact on the occupants.

[0169] The above describes how, when a vehicle is cornering, the control device determines a first yaw moment and distributes a first torque from the first motor and a second torque from the second motor based on this first yaw moment. When the first motor operates at the first torque and the second motor operates at the second torque, the vehicle generates a first yaw moment, which reduces the vehicle's yaw rate, weakens the lateral impact on occupants, improves vehicle stability, and enhances occupant comfort and experience. In some cases, the vehicle's suspension is adjustable. By applying an adjustment force to the suspension or adjusting its parameters, the suspension can generate an adjustment force to reduce the vehicle's roll angle or roll rate, weaken the lateral impact on occupants, improve vehicle stability, and enhance occupant comfort and experience. The following section details how adjusting the vehicle's suspension can reduce the vehicle's roll angle or roll rate.

[0170] like Figure 1D The vehicle 100 shown has a suspension including a first suspension 105 and a second suspension 106. The first suspension 105 and the second suspension 106 are located on the left and right sides along the travel direction of the vehicle 100. The first suspension 105 is the left rear suspension of the vehicle 100, and the second suspension 106 is the right rear suspension of the vehicle 100. Exemplarily, the control device assigns a first parameter to the first suspension and a second parameter to the second suspension. The first and second parameters are obtained based on a first roll moment. The first roll moment is the anti-roll moment generated by the vehicle, used to reduce the vehicle's roll angle or roll rate. (Combined with...) Figure 9 The solid line with a clockwise rotating arrow represents the roll rate of the vehicle when cornering, and the dashed line with a counterclockwise rotating arrow represents the first roll moment. F zRI F is the adjusting force acting on the right rear suspension (such as the second suspension). zRO F is the adjusting force acting on the left rear suspension (such as the first suspension). zRI and F zRO This is based on the first tilting moment. The control device can be based on F. zRI The second parameter of the second suspension is calculated based on F. zRO The first parameter of the first suspension is calculated. When the first suspension is assigned the first parameter, an F is applied to the first suspension. zRO When the second suspension is assigned the second parameter, the second suspension is subjected to F. zRI The vehicle can generate a first roll moment, which can reduce the roll angle or roll rate of the vehicle body.

[0171] The first parameter is used to generate the adjusting force (such as F) acting on the first suspension. zRO The second parameter is used to generate the adjusting force (such as F) acting on the second suspension. zRI There are several possible designs for the first and second parameters. Several possible designs are described below:

[0172] Design 1: The first and second suspensions are mechanically adjustable suspensions. An adjustment force is generated by changing the spring stiffness of the suspensions. For example, the first parameter includes the spring stiffness of the first suspension and a first value of the spring stiffness; that is, when the spring stiffness of the first suspension is adjusted to the first value, the first suspension can generate an adjustment force. Similarly, the second parameter includes the spring stiffness of the second suspension and a second value of the spring stiffness; that is, when the spring stiffness of the second suspension is adjusted to the second value, the second suspension can generate an adjustment force.

[0173] Design 2: The first and second suspensions are variable damping suspensions, generating an adjusting force by changing the suspension damping. For example, the first parameter includes the damping of the first suspension and a third damping value; that is, when the damping of the first suspension is adjusted to the third value, the first suspension can generate an adjusting force. Similarly, the second parameter includes the damping of the second suspension and a fourth damping value; that is, when the damping of the second suspension is adjusted to the fourth value, the second suspension can generate an adjusting force.

[0174] Design 3 generates an adjusting force acting on the suspension by applying an adjusting force to the suspension. Exemplarily, the first parameter includes a first adjusting force of the first suspension, which generates an adjusting force acting on the first suspension when the first adjusting force is applied. Similarly, the second parameter includes a second adjusting force of the second suspension, which generates an adjusting force acting on the second suspension when the second adjusting force is applied.

[0175] The steering angle, vehicle speed, and suspension travel information correspond to the first roll moment. In one possible implementation, the first roll moment is obtained by the control unit based on the steering angle, vehicle speed, and suspension travel information.

[0176] In some cases, steering angle and vehicle speed are used to obtain the second roll moment (i.e., yaw-corrected roll moment), and suspension travel information is used to obtain the third roll moment (i.e., roll-corrected roll moment). The control device can obtain the first roll moment based on the second and third roll moments.

[0177] The control device obtains the second roll moment based on the steering angle and vehicle speed. For example, the second roll moment can be calculated using formula (9):

[0178]

[0179] Where, ΔM X_Yaw The second roll moment is Φ, the vehicle roll angle is a. y For the lateral acceleration of the vehicle, l b The wheelbase is the vehicle's track width; other parameters are described in the relevant sections of formulas (2) and (3) above. Similarly, after obtaining the vehicle's speed and steering angle, the control device can... Figure 5 Obtain the corresponding (ω) for the vehicle speed and steering angle Tar -ω est ).

[0180] Optionally, ΔM X_Yaw It can be calculated and converted into a steering angle (such as the steering angle δ of the front wheel of a car). f A two-dimensional table of vehicle speed (u) and vehicle velocity (u), i.e., ΔM X_Yaw =map2(δ f After the control device obtains the vehicle speed and steering angle, it can obtain the second roll moment ΔM corresponding to the steering angle and vehicle speed through a two-dimensional table (map2). X_Yaw In other words, the control device does not need to perform complex calculations during the calculation process; it can directly obtain the second roll moment ΔM corresponding to the steering angle and vehicle speed through map2. X_Yaw It can simplify the calculation process and speed up the output of calculation results.

[0181] The control device obtains the third roll moment based on the suspension travel information. For example, the third roll moment can be calculated using formula (10):

[0182]

[0183] Where, ΔM X_Roll For the third roll moment, K Φf Front axle roll stiffness (e.g.) Figure 1D (roll stiffness of the second axle 116 in the middle) |L FI -L FO | represents the absolute value of the second travel difference, L bf The track width between the front wheels of the vehicle (e.g.) Figure 1D (Wheel width between the third wheel 112 and the fourth wheel 113), K Φr Rear axle roll stiffness (e.g.) Figure 1D (roll stiffness of the first axle 108) RI -L RO | represents the absolute value of the first travel difference, L br The track width between the rear wheels of a vehicle (e.g.) Figure 1D (The wheelbase between the first wheel 103 and the second wheel 104).

[0184] Optionally, ΔM X_Roll It can be calculated and converted into the first travel difference (i.e., (L) RI -L RO )) and the second travel difference (i.e. (L FI -L FO A two-dimensional table, namely ΔM X_Roll =map4((L FI -L FO ),(L RI -L RO After the control device obtains the first travel difference and the second travel difference of the vehicle, it can obtain the third roll moment ΔM corresponding to the first travel difference and the second travel difference through a two-dimensional table (map4). X_Roll In other words, the control device does not need to perform complex calculations during the calculation process; it can directly obtain the third tilting moment ΔM corresponding to the first and second travel differences through map3. X_Roll It can simplify the calculation process and speed up the output of calculation results.

[0185] The control device derives the first roll moment based on the second and third roll moments. In one possible implementation, the first roll moment is the sum of the second and third roll moments.

[0186] In another possible implementation, when the control device obtains the first roll moment, it also needs to use the weights corresponding to the second roll moment and the third roll moment. For example, the control device obtains the first roll moment based on the second roll moment, its corresponding weight, the third roll moment, and its corresponding weight. For instance, the first roll moment can be calculated using formula (11):

[0187] ΔM X =C1ΔM X_Yaw +C2ΔM X_Roll (11)

[0188] Where, ΔM X Let C1 be the weight of the first roll moment, C2 be the weight of the second roll moment, and C2 be the weight of the third roll moment. A larger weight indicates a greater proportion of the first roll moment. The weights of the second and third roll moments (C1 and C2) can be fixed values. Alternatively, these weights can be variables related to vehicle information. For example, C1 and C2 may be related to at least one of the following: road conditions, driver's driving style, vehicle instability, or vehicle speed. For instance, when driving on rainy, snowy, or slippery roads, increasing C1 increases the proportion of the second roll moment to the first roll moment, thus improving lateral stability. Similarly, at higher speeds, increasing C2 increases the proportion of the third roll moment to the first roll moment, thus improving roll stability. For example, when a vehicle is in an unstable state, C1 can be increased to increase the proportion of the second roll moment to the first roll moment, thereby improving the vehicle's lateral stability.

[0189] In some cases, the control unit may also use the feedback roll moment when it receives the first roll moment. There are several possible implementations for the control unit to receive the feedback roll moment; two are described below:

[0190] To achieve step 1, the control unit obtains the fourth roll moment (i.e., the feedback roll moment) based on the vehicle's current roll angle. The vehicle's current roll angle can be obtained through the vehicle's sensor system (such as...). Figure 1D The actual roll angle of the vehicle is collected by the sensors (such as tilt sensors) in the sensor system 109 shown.

[0191] For example, the fourth tilting moment can be calculated using formula (12):

[0192]

[0193] Where, ΔM X_FB1 For the fourth roll moment, ΦTar The first roll angle is Φ. est The vehicle's roll angle, (Φ) Tar -Φ est K represents the deviation between the first roll angle and the vehicle's body roll angle. The first roll angle is the vehicle's body roll angle when passenger comfort is optimal. P K I K D For the PID control method, K is one of the three parameters. P K is the proportional control parameter. I K is the integral control parameter. D These are the differential control parameters.

[0194] Similarly, the first roll angle can be obtained based on pre-tested data, such as a pre-tested curve showing the relationship between lateral acceleration and the first roll angle. When the control device acquires the vehicle's lateral acceleration, it obtains the first roll angle (i.e., Φ) corresponding to that lateral acceleration through the curve showing the relationship between lateral acceleration and the first roll angle. Tar The control unit will acquire the vehicle's current roll angle (i.e., Φ). est The difference between (Φ) and the first roll angle is obtained. Tar -Φ est ).

[0195] In step 2, the control device obtains the fifth roll moment (i.e., the feedback roll moment) based on the travel deviation value of the vehicle suspension. The travel deviation value is the difference between the travel of the inner suspension and the travel of the outer suspension when the vehicle is turning, as described in the aforementioned formula (1). After obtaining the suspension travel information, the control device can calculate the suspension travel deviation value ΔL. est .

[0196] For example, the fifth tilting moment can be calculated using formula (13):

[0197]

[0198] Where, ΔM X_FB2 The fifth tilting moment, ΔL est K represents the suspension travel deviation value. P K I K D For the PID control method, K is one of the three parameters. P K is the proportional control parameter. I K is the integral control parameter. D These are the differential control parameters.

[0199] Similarly, the control device can also derive a sixth roll moment (i.e., feedback roll moment) based on the vehicle's current roll rate. For example, the control device can derive the sixth roll moment based on the difference between the vehicle's current roll rate and the first roll rate. The first roll rate is the vehicle's roll rate when passenger comfort is optimal. Further examples will not be provided here.

[0200] The control device derives the first roll moment based on the second, third, and fourth roll moments. In one possible implementation, the first roll moment is the sum of the second, third, and fourth roll moments.

[0201] In another possible implementation, when the control device obtains the first roll moment, it also needs to use the weights corresponding to the second roll moment, the third roll moment, and the fourth roll moment. For example, the control device obtains the first roll moment based on the second roll moment, the weights corresponding to the second roll moment, the third roll moment, the weights corresponding to the third roll moment, the fourth roll moment, and the weights corresponding to the fourth roll moment. For instance, the first roll moment can be calculated using formula (14):

[0202] ΔM X =(C1ΔM X_Yaw +C2ΔM X_Roll )+C5ΔM X_FB1 (14)

[0203] Here, C5 represents the weight corresponding to the fourth roll moment; other parameters are described in the preceding sections. Similarly, the weight corresponding to the fourth roll moment (C5) can be a fixed value. Alternatively, the weight corresponding to the fourth roll moment (C5) can be a variable related to some vehicle information. For example, C5 might be related to vehicle speed, lateral acceleration, etc. For instance, when the vehicle speed is low (e.g., less than the seventh threshold) or the lateral acceleration is low (e.g., less than the eighth threshold), C5 can be decreased to reduce the proportion of the fourth roll moment to the first roll moment, thereby improving vehicle stability. Conversely, when the vehicle speed is high (e.g., greater than the ninth threshold) or the lateral acceleration is high (e.g., less than the tenth threshold), C5 can be increased to increase the proportion of the fourth roll moment to the first roll moment, thereby improving vehicle stability. The ninth threshold can be the same as the seventh threshold, and the tenth threshold can be the same as the eighth threshold.

[0204] Similarly, the control device derives the first roll moment based on the second, third, and fifth roll moments. In one possible implementation, the first roll moment is the sum of the second, third, and fifth roll moments.

[0205] In another possible implementation, when the control device obtains the first roll moment, it also needs to use the weights corresponding to the second roll moment, the third roll moment, and the fifth roll moment. For example, the control device obtains the first roll moment based on the second roll moment, the weights corresponding to the second roll moment, the third roll moment, the weights corresponding to the third roll moment, the fifth roll moment, and the weights corresponding to the fifth roll moment. For instance, the first roll moment can be calculated using formula (15):

[0206] ΔM X =(C1ΔM X_Yaw +C2ΔM X_Roll )+C9ΔM X_FB2 (15)

[0207] Here, C9 represents the weight corresponding to the fifth roll moment; other parameters are described in the preceding sections. Similarly, the weight corresponding to the fifth roll moment (C9) can be a fixed value. Alternatively, the weight corresponding to the fifth roll moment (C9) can be a variable related to some vehicle information. For example, C9 might be related to vehicle speed, lateral acceleration, etc. For instance, when the vehicle speed is low (e.g., below the seventh threshold) or the lateral acceleration is low (e.g., below the eighth threshold), C9 can be decreased to reduce the proportion of the fifth roll moment to the first roll moment, thereby improving vehicle stability. Conversely, when the vehicle speed is high (e.g., above the ninth threshold) or the lateral acceleration is high (e.g., below the tenth threshold), C9 can be increased to increase the proportion of the fifth roll moment to the first roll moment, thereby improving vehicle stability.

[0208] Optionally, during the process of obtaining the first tilting moment, the control device may also perform filtering, amplitude limiting, and other processing operations.

[0209] After receiving the first yaw moment, the control device can distribute the first adjustment force acting on the first suspension and the second adjustment force acting on the second suspension. For example, the control device can use formula (16) to distribute the first adjustment force acting on the first suspension and the second adjustment force acting on the second suspension:

[0210]

[0211] Among them, L B F represents the vehicle's track width. zRO F is the first adjusting force acting on the left rear suspension (i.e., the first suspension) of the vehicle. zRI This is the second adjustment force acting on the right rear suspension (i.e., the second suspension) of the vehicle.

[0212] The control device can be based on a first adjusting force F acting on the left rear suspension (i.e., the first suspension) of the vehicle. zROThe first parameters of the first suspension are calculated. For example, the control unit is based on F. zRO The first value of the spring stiffness of the first suspension is obtained. Similarly, the control device can determine the second adjusting force F acting on the right rear suspension (i.e., the second suspension) of the vehicle. zRI The second parameter of the second suspension is calculated. For example, the control device is based on F. zRI The second value of the spring stiffness of the second suspension is obtained.

[0213] Furthermore, the control device outputs a first adjustment command to the first suspension, which indicates that the relevant parameters of the first suspension need to be adjusted to the first parameter, so that the first suspension generates a first adjustment force based on the first parameter. The control device also outputs a second adjustment command to the second suspension, which indicates that the relevant parameters of the second suspension need to be adjusted to the second parameter, so that the second suspension generates a second adjustment force based on the second parameter. This causes the vehicle to generate a first roll moment, reducing the roll angle or roll rate of the vehicle body and weakening the roll impact on the occupants.

[0214] The above description uses a vehicle with a first and second suspension as an example. In some cases, the vehicle also includes a third and a fourth suspension, and the control device can further allocate third parameters for the third suspension and fourth parameters for the fourth suspension. These third and fourth parameters are allocated based on the first roll moment. Combined with... Figure 1D The vehicle 100 also includes a third suspension 114 and a fourth suspension 115. The third suspension 114 and the fourth suspension 115 are located on both sides of the vehicle 100, specifically on the left and right sides along the direction of travel of the vehicle 100. The third suspension 114 is the left front suspension of the vehicle 100, and the fourth suspension 115 is the right front suspension of the vehicle 100. Optionally, the first suspension 105 and the second suspension 106 are located on the same axle of the vehicle 100, such as... Figure 1D The first suspension 105 and the second suspension 106 are located on the first axle 108. The third suspension 114 and the fourth suspension 115 are located on the same axle of the vehicle 100, such as... Figure 1D The third suspension 114 and the fourth suspension 115 are located on the second axle 116. The first axle 108 and the second axle 116 are different.

[0215] For example, the control device can use formula (17) to distribute the third adjustment force acting on the third suspension and the fourth adjustment force acting on the fourth suspension:

[0216]

[0217] Among them, F zFO F is the third adjusting force acting on the left front suspension (i.e., the third suspension) of the vehicle. zFIThe fourth adjustment force is applied to the right front suspension (i.e., the fourth suspension) of the vehicle. Other parameters are given in the aforementioned formula (16).

[0218] Similarly, the control device can be based on the third adjusting force F acting on the vehicle's left front suspension (i.e., the third suspension). zFO The third parameter of the third suspension is calculated. For example, the control unit is based on F. zFO The third value of the spring stiffness of the third suspension is obtained. Similarly, the control device can base the fourth adjustment force F acting on the right front suspension (i.e., the fourth suspension) of the vehicle. zFI The fourth parameter of the fourth suspension is calculated. For example, the control unit is based on F. zFI The fourth value of the spring stiffness of the fourth suspension is obtained.

[0219] Furthermore, the control device outputs a third adjustment command to the third suspension, which indicates that the relevant parameters of the third suspension need to be adjusted to the third parameter, so that the third suspension generates a third adjustment force based on the third parameter. The control device also outputs a fourth adjustment command to the fourth suspension, which indicates that the relevant parameters of the fourth suspension need to be adjusted to the fourth parameter, so that the fourth suspension generates a fourth adjustment force based on the fourth parameter. This causes the vehicle to generate a first roll moment, reducing the roll angle or roll rate of the vehicle body and weakening the roll impact on the occupants.

[0220] exist Figure 2 In the illustrated embodiment, the information source acquired by the control device includes the suspension, while the actual actuator controlled is a motor. The source of information acquired differs from that of the actual actuator. In some scenarios, such as when the vehicle is cornering, the control device acquires a wealth of information, including suspension compression or extension roll information (i.e., suspension travel information), lateral information of the steering angle, and vehicle speed. The output torque allocated by the control device to the motor can achieve additional yaw moment. By controlling the additional yaw moment in the opposite direction to the steering direction, the lateral acceleration and yaw rate gain during cornering are suppressed, thereby reducing the lateral impact on passengers and improving passenger comfort. Moreover, when allocating the motor's output torque, the control device considers not only the impact of the lateral information of the steering angle on passenger comfort during cornering but also the impact of suspension compression or extension roll information on passenger comfort. This makes the allocated motor output torque more reasonable, resulting in a smoother change in yaw rate, which better reduces the lateral impact on passengers during cornering, improving passenger comfort and enhancing the user experience.

[0221] above Figure 2 The embodiments include a variety of possible situations, which are described below in conjunction with Figure 10 and Figure 11Some possible implementation methods are introduced below. Any terms, logic, etc., not explained in the following description can be found in the description above.

[0222] Please see Figure 10 , Figure 10 This is a flowchart illustrating another possible control method provided in this application embodiment. The control method may include one or more steps S1001 to S1013. It should be understood that, for ease of description, steps S1001 to S1013 are described in this way, and it is not intended to limit the execution to this specific order. This application embodiment does not limit the order of execution, the execution time, or the number of executions of the above one or more steps. Steps S1001 to S1013 are as follows:

[0223] S1001, the control device acquires information.

[0224] The information includes the vehicle's turning angle, vehicle speed, and suspension travel. See step S201 for details.

[0225] S1002, the control device performs suspension travel judgment.

[0226] Optionally, the control device can determine the suspension travel via S1003.

[0227] S1003, the control device determines whether the suspension travel information meets the first preset condition.

[0228] The first preset condition is described in step S202 above. If the suspension travel information meets the first preset condition, the control device executes step S1006.

[0229] S1004, the control device determines the vehicle speed and steering angle.

[0230] Optionally, the control device can determine the suspension travel via S1005.

[0231] S1005, the control device determines whether the vehicle speed and turning angle meet the second preset conditions.

[0232] The second preset condition is described in step S202 above. When the vehicle speed and turning angle meet the second preset condition, the control device executes step S1007.

[0233] S1006, The control device calculates the roll correction value.

[0234] Optionally, the roll correction value can be the deviation between the first roll angle and the vehicle body roll angle, i.e., the value in step S202 above (Φ Tar -Φ est ).

[0235] Alternatively, the roll correction value can be the difference between the first travel deviation value and the travel deviation value of the vehicle's suspension, i.e., the difference between (ΔL) in step S202 above. Tar -ΔL est ).

[0236] S1007, the control device calculates the yaw correction value.

[0237] Optionally, the yaw correction value can be the deviation between the first yaw rate and the vehicle's yaw rate, i.e., the deviation (ω) in step S202 above. Tar -ω est ).

[0238] S1008, the control device calculates the feedforward yaw moment.

[0239] The feedforward yaw moment is obtained based on the second yaw moment and the third yaw moment. For example, combining the aforementioned step S202, the feedforward yaw moment is the sum of the second yaw moment and the third yaw moment. Alternatively, the feedforward yaw moment is obtained by the control device based on the second yaw moment, its corresponding weight, the third yaw moment, and its corresponding weight, such as the feedforward yaw moment being C3ΔM. z_Yaw +C4ΔM z_Roll .

[0240] The second yaw moment can be obtained based on the yaw correction value, as described in step S202 above, where the control device calculates the second yaw moment based on formula (2). The third yaw moment can be obtained based on the tilt correction value, as described in step S202 above, where the control device calculates the third yaw moment based on formula (3).

[0241] S1009, the control device determines the first yaw rate.

[0242] The first yaw rate is the vehicle's yaw rate when passenger comfort is optimal. Optionally, the control device can... Figure 6 The first yaw rate of the vehicle is obtained based on the vehicle's turning angle and speed.

[0243] S1010, the control device calculates and feeds back the yaw moment.

[0244] The feedback yaw moment is the fourth yaw moment, and the control device can calculate the fourth yaw moment based on formula (5) in the aforementioned step S202.

[0245] S1011, the control device calculates the first yaw moment.

[0246] The first yaw moment is obtained based on the feedforward yaw moment and the feedback yaw moment. For example, the control device can calculate the first yaw moment based on formula (6) in the aforementioned step S202.

[0247] S1012, the control device performs torque distribution.

[0248] The control device performs torque distribution based on the first yaw moment. For example, the control device can perform torque distribution based on formula (7) or formula (8) in the aforementioned step S202. For example, the control device obtains the first torque of the first motor and the second torque of the second motor based on the first yaw moment.

[0249] S1013, the control device sends a control command to the motor.

[0250] For example, the control device outputs a first control command to the first motor, which instructs the first motor to operate with a first torque, and outputs a second control command to the second motor, which instructs the second motor to operate with a second torque, so that the vehicle generates a first yaw moment, reduces the yaw rate of the vehicle body, and weakens the lateral impact on the occupants.

[0251] exist Figure 10 In the illustrated embodiment, the information source acquired by the control device includes the suspension, while the actual actuator controlled is a motor. The source of information acquired differs from that of the actual actuator. In some scenarios, such as when the vehicle is cornering, the control device acquires a wealth of information, including suspension compression or extension roll information (i.e., suspension travel information), lateral information of the steering angle, and vehicle speed. The output torque allocated by the control device to the motor can achieve additional yaw moment. By controlling the additional yaw moment in the opposite direction to the steering direction, the lateral acceleration and yaw rate gain during cornering are suppressed, thereby reducing the lateral impact on passengers and improving passenger comfort. Moreover, when allocating the motor's output torque, the control device considers not only the impact of the lateral information of the steering angle on passenger comfort during cornering but also the impact of suspension compression or extension roll information on passenger comfort. This makes the allocated motor output torque more reasonable, resulting in a smoother change in yaw rate, which better reduces the lateral impact on passengers during cornering, improving passenger comfort and enhancing the user experience.

[0252] Please see Figure 11 , Figure 11 This is a flowchart illustrating another possible control method provided in this application embodiment. The control method may include one or more steps S1101 to S1118. It should be understood that, for ease of description, steps S1101 to S1118 are described in this order, and it is not intended to limit the execution to this specific order. This application embodiment does not limit the order of execution, the execution time, or the number of executions of the above one or more steps. Steps S1101 to S1118 are as follows:

[0253] S1101, the control device acquires information.

[0254] S1102, the control device performs suspension travel judgment.

[0255] S1103, the control device determines whether the suspension travel information meets the first preset condition.

[0256] S1104, the control device determines the vehicle speed and steering angle.

[0257] S1105, the control device determines whether the vehicle speed and turning angle meet the second preset conditions.

[0258] S1106, The control device calculates the roll correction value.

[0259] S1107, the control device calculates the yaw correction value.

[0260] See steps S1101 to S1107. Figure 10 The relevant description in the document.

[0261] S1108, the control device calculates the feedforward yaw moment and the feedforward tilt moment.

[0262] For the feedforward yaw moment, please refer to the relevant description in S1008 above.

[0263] The feedforward roll moment is obtained based on the second roll moment and the third roll moment. For example, combining the aforementioned step S202, the feedforward roll moment is the sum of the second roll moment and the third roll moment. Alternatively, the feedforward roll moment is obtained by the control device based on the second roll moment and its corresponding weight, the third roll moment and its corresponding weight, such as the feedforward yaw moment being C1ΔM. X_Yaw +C2ΔM X_Roll .

[0264] The second roll moment can be obtained based on the yaw correction value, as described in step S202 above, where the control device calculates the second roll moment based on formula (9). The third conjecture is that the moment can be obtained based on the roll correction value, as described in step S202 above, where the control device calculates the third roll moment based on formula (10).

[0265] S1109, the control device determines the first yaw rate.

[0266] S1110, the control device calculates and feeds back the yaw moment.

[0267] See steps S1109 and S1110. Figure 10 The relevant description in the document.

[0268] S1111, the control device determines the first roll information.

[0269] The first roll information includes at least one of the following: first roll angle, first roll angular velocity, and first travel deviation value.

[0270] The first roll angle is the vehicle body roll angle when passenger comfort is good. Optionally, the control device can obtain the first roll angle (i.e., Φ) corresponding to the lateral acceleration from the curve showing the relationship between lateral acceleration and the first roll angle. Tar ).

[0271] Similarly, the first roll rate is the roll rate of the vehicle when passenger comfort is good. Optionally, the control device can obtain the first roll rate corresponding to the lateral acceleration from the correspondence curve between lateral acceleration and the first roll rate.

[0272] The first travel deviation value is the travel deviation value of the vehicle's suspension when passenger comfort is good.

[0273] S1112, the control device calculates and feeds back the tilting moment.

[0274] For example, the feedback roll moment is the fourth roll moment, and the control device can calculate the fourth roll moment based on formula (12) in the aforementioned step S202.

[0275] For another example, the feedback roll moment is the fifth roll moment, and the control device can calculate the fifth roll moment based on formula (13) in the aforementioned step S202.

[0276] S1113, the control device calculates the first yaw moment.

[0277] S1114, the control device performs torque distribution.

[0278] S1115, the control device sends a control command to the motor.

[0279] See steps S1113 to S1115. Figure 10 The relevant description in the document.

[0280] S1116, the control device calculates the first tilting moment.

[0281] The first yaw moment is obtained based on the feedforward yaw moment and the feedback yaw moment. For example, the control device can calculate the first yaw moment based on formula (14) or formula (15) in the aforementioned step S202.

[0282] S1117, the control device allocates suspension parameters.

[0283] The control device allocates suspension parameters based on the first roll moment. For example, the control device may allocate suspension parameters based on formula (16) or formula (17) in the aforementioned step S202. For example, the control device obtains the first parameters of the first suspension and the second parameters of the second suspension based on the first roll moment.

[0284] S1118, the control device sends an adjustment command to the suspension.

[0285] For example, the control device outputs a first adjustment command to the first suspension, which indicates that the relevant parameters of the first suspension need to be adjusted to the first parameter, so that the first suspension generates a first adjustment force based on the first parameter. The control device also outputs a second adjustment command to the second suspension, which indicates that the relevant parameters of the second suspension need to be adjusted to the second parameter, so that the second suspension generates a second adjustment force based on the second parameter. This causes the vehicle to generate a first roll moment, reducing the roll angle or roll rate of the vehicle body and weakening the roll impact on the occupants.

[0286] exist Figure 11 In the illustrated embodiment, the information sources acquired by the control device include the suspension, and the actual actuators controlled are the motor and the suspension. In some scenarios, such as when the vehicle is cornering, the control device acquires a wealth of information, including lateral roll information from suspension compression or extension (i.e., suspension travel information), lateral information from the steering angle, and vehicle speed. The output torque allocated by the control device to the motor can achieve additional yaw moment. By controlling the additional yaw moment in the opposite direction to the steering direction, the lateral acceleration and yaw rate gain during cornering are suppressed, thereby reducing the lateral impact on passengers and improving passenger comfort. Moreover, when allocating the output torque of the motor, the control device considers not only the impact of the lateral information from the steering angle on passenger comfort during cornering but also the impact of the lateral roll information from suspension compression or extension on passenger comfort. This makes the allocated output torque of the motor more reasonable, resulting in a smoother change in yaw rate, which can better reduce the lateral impact on passengers during cornering, improve passenger comfort, and enhance the user experience.

[0287] Furthermore, the suspension parameters allocated by the control device can achieve additional roll moment. By controlling the additional roll moment in the opposite direction to the roll direction, it suppresses the gain in roll angle and roll rate during cornering, thereby reducing the lateral impact felt by passengers during cornering and improving passenger comfort. Moreover, when allocating suspension parameters, the control device considers not only the impact of suspension compression or extension roll information on passenger comfort during cornering, but also the impact of lateral information at the turning angle. This results in more reasonable suspension parameter allocation, leading to smoother changes in roll angle or roll rate, better reducing the lateral impact felt by passengers during cornering, improving passenger comfort, and enhancing the user experience.

[0288] The methods of the embodiments of this application have been described in detail above. Below, some apparatuses for implementing the foregoing methods are described. It should be understood that the division of units in the apparatuses provided in the embodiments of this application is only a logical functional division; in actual implementation, they can be fully or partially integrated onto a single physical entity, or they can be physically separated.

[0289] Furthermore, the units or modules in the device can be implemented in the form of processor calling software. For example, the device includes a processor connected to a memory, which stores instructions. The processor calls the instructions stored in the memory to implement any of the above methods or to implement the functions of each unit of the device. The processor is, for example, a general-purpose processor, such as a central processing unit (CPU) or a microprocessor, and the memory is either internal or external to the device.

[0290] Alternatively, the units or modules in the device can be implemented in the form of hardware circuits. The functionality of some or all units can be achieved through the design of these hardware circuits, which can be understood as one or more processors. For example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC), and the functionality of some or all of the above units is achieved through the design of the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a programmable logic device (PLD), such as a field-programmable gate array (FPGA). This PLD can include a large number of logic gates, and the connection relationships between these logic gates can be configured through configuration files to achieve the functionality of some or all of the above units. All units of the above device can be implemented entirely through processor-invoked software, entirely through hardware circuits, or partially through processor-invoked software with the remaining parts implemented through hardware circuits.

[0291] In this application embodiment, a processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU) or a digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor is a hardware circuit implemented as an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. Therefore, each unit in the device can be one or more processors (or processing circuits) configured to implement the above methods, such as a CPU, GPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor types.

[0292] Furthermore, the units or modules in the above devices can be integrated in whole or in part, or they can be implemented independently. In one implementation, these units or modules are integrated together as a system-on-a-chip (SOC). The SOC may include at least one processor for implementing any of the above methods or implementing the functions of the units in the device. The at least one processor may be of different types, such as CPU and FPGA.

[0293] Several possible devices are listed below.

[0294] Please see Figure 12 , Figure 12 This is a schematic diagram of the structure of a control device provided in an embodiment of this application, namely, control device 120. Control device 120 may include a transceiver unit 1201 and a processing unit 1202. Optionally, the control device 120 can be an independent device; for example, the control device 120 may be a… Figure 1D The control device 107 shown in the embodiment. Alternatively, the control device 120 may also be a component in a separate device (such as a node), such as a chip or integrated circuit. The control device 120 is used to implement the aforementioned control method; for example, the control device 120 is used to execute the aforementioned... Figure 2 , Figure 10 or Figure 11 The steps performed by the control device in the control method shown.

[0295] The transceiver unit 1201 is used to perform one or more operations such as acquisition and reception, and the processing unit 1202 is used to perform one or more related operations such as data processing and instruction execution such as determination, adjustment, generation, decision-making and judgment.

[0296] In one possible implementation, the transceiver unit 1201 is used to acquire the vehicle's steering angle, vehicle speed, and suspension travel information. The processing unit 1202 is used to control the first motor to operate at a first torque and to control the second motor to operate at a second torque based on the steering angle, vehicle speed, and suspension travel information. The vehicle includes a suspension, a first motor, a second motor, a first wheel, and a second wheel. The first and second wheels are located on opposite sides of the vehicle. The first motor drives the first wheel, and the second motor drives the second wheel. The first torque and the second torque are distributed based on a first yaw moment, and the steering angle, vehicle speed, and suspension travel information correspond to the first yaw moment.

[0297] It further includes other operations for implementing the control method; relevant descriptions can be found in [link to relevant documentation]. Figure 2 , Figure 10 or Figure 11 The description of the illustrated embodiment, i.e., the specific operations performed by the control device 120 described above, can also be found in [reference needed]. Figure 2 , Figure 10 or Figure 11 The descriptions in the illustrated embodiments will not be repeated here.

[0298] Please see Figure 13 , Figure 13 This is a schematic diagram of the structure of a computing device provided in an embodiment of this application. A computing device is a device with processing capabilities. The device here can be a physical device, such as a host, or a virtual device, such as a virtual machine or a container.

[0299] like Figure 13 As shown, the computing device 130 includes a processor 1301, a memory 1302, and one or more programs, and may include a communication interface 1303. It should be understood that this application does not limit the number of processors and memories in the computing device 130.

[0300] Processor 1301 is a module for performing calculations and may include a central processing unit (CPU), a graphics processing unit (GPU), a microprocessor (MP), a digital signal processor (DSP), a micro controller unit (MCU), or one or more integrated circuits for controlling the execution of programs in the above schemes.

[0301] Memory 1302 provides storage space, in which application data, user data, operating system, and computer programs can be optionally stored. Memory 1302 may include read-only memory (ROM) or other types of static storage devices capable of storing static information and instructions, random access memory (RAM) or other types of dynamic storage devices capable of storing information and instructions, or electrically erasable programmable read-only memory (EEPROM), compact disc read-only memory (CD-ROM) or other optical disc storage, optical disc storage (including compressed optical discs, laser discs, optical discs, digital universal optical discs, Blu-ray discs, etc.), magnetic disk storage media or other magnetic storage devices, or any other medium capable of carrying or storing desired program code in the form of instructions or data structures and accessible by a computer, but is not limited thereto.

[0302] The memory 1302 can exist independently and be connected to the processor 1301 via a bus. Alternatively, the memory 1302 can be integrated with the processor 1301.

[0303] The communication interface 1303 is used to provide information input or output to the at least one processor. And / or, the communication interface 1303 can be used to receive data transmitted externally and / or transmit data externally. The communication interface 1303 can be a wired link interface, such as an Ethernet cable, or a wireless link interface (Bluetooth, general wireless transmission, and other wireless communication technologies, etc.). Optionally, the communication interface 1303 may also include a transmitter (such as a radio frequency transmitter, antenna, etc.) or a receiver coupled to the interface.

[0304] In this embodiment, one or more programs are stored in the memory 1302 in the form of program code and configured to be executed by the processor 1301. The programs include those for implementing the aforementioned... Figure 2 , Figure 10 or Figure 11 The control method shown specifies the instructions for the steps executed by the control device. Specifically, memory 1302 stores executable instructions, and processor 1301 executes these executable instructions to implement the aforementioned steps. Figure 2 , Figure 10 or Figure 11 The control method shown is implemented by the control device, that is, the memory 1302 stores the data for execution. Figure 2 , Figure 10 or Figure 11 The instructions for the steps executed by the control device in the control method shown.

[0305] This application embodiment also provides a vehicle, which includes the aforementioned control device 120 or the aforementioned computing device 130, and the vehicle is used to implement the aforementioned... Figure 2 , Figure 10 or Figure 11 The control method shown.

[0306] This application also provides a chip, which includes a processor for executing computer execution instructions to cause a device on which the chip is mounted to perform the aforementioned functions. Figure 2 , Figure 10 or Figure 11 The control method shown.

[0307] This application also provides a computer program product containing computer instructions. The computer program product may be a software or program product containing computer instructions, capable of running on a computing device or stored on any usable medium. When the computer instructions are executed by a processor, the aforementioned control method is implemented, for example... Figure 2 , Figure 10 or Figure 11 The control method shown.

[0308] This application also provides a computer-readable storage medium. This computer-readable storage medium is used to store a computer program, the computer program including instructions for implementing the aforementioned control method, for example... Figure 2 , Figure 10 or Figure 11 The control method shown.

[0309] The computer-readable storage medium can be any available medium that can be stored in any device of a processing apparatus or computing device, or a data storage device such as a data center that contains one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium, or a semiconductor medium (e.g., a solid-state drive).

[0310] In this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0311] In this application, "at least one" in the embodiments refers to one or more items, and "more than one" refers to two or more items. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or multiple items. For example, at least one of a, b, or c can represent: a, b, c, (a and b), (a and c), (b and c), or (a and b and c), where a, b, and c can be single or multiple. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship.

[0312] Furthermore, unless otherwise stated, the use of ordinal numbers such as "first" and "second" in the embodiments of this application is for distinguishing multiple objects, and is not for limiting the order, sequence, priority or importance of multiple objects.

[0313] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0314] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the protection scope of the technical solutions of the embodiments of this application.

Claims

1. A control method, characterized in that, This device is used to control a vehicle including a suspension, a first motor, a second motor, a first wheel, and a second wheel, wherein the first wheel and the second wheel are located on both sides of the vehicle, the first motor is used to drive the first wheel, and the second motor is used to drive the second wheel. The method includes: Obtain the vehicle's turning angle, vehicle speed, and suspension travel information; Based on the steering angle, vehicle speed, and suspension travel information, the first motor is controlled to operate at a first torque, and the second motor is controlled to operate at a second torque. The first torque and the second torque are distributed based on the first yaw moment, and the steering angle, the vehicle speed and the suspension travel information correspond to the first yaw moment.

2. The method according to claim 1, characterized in that, The method further includes: The first yaw moment is obtained based on the turning angle, the vehicle speed, and the suspension travel information.

3. The method according to claim 1 or 2, characterized in that, The suspension travel information meets a first preset condition, or the steering angle and the vehicle speed meet a second preset condition.

4. The method according to claim 2, characterized in that, The step of obtaining the first yaw moment based on the steering angle, the vehicle speed, and the suspension travel information includes: The second yaw moment is obtained based on the turning angle and the vehicle speed; The third yaw moment is obtained based on the suspension travel information; The first yaw moment is obtained based on the second yaw moment and the third yaw moment.

5. The method according to claim 4, characterized in that, The step of obtaining the first yaw moment based on the second yaw moment and the third yaw moment includes: Determine the yaw rate deviation value of the vehicle, wherein the yaw rate deviation value is the deviation between the current yaw rate of the vehicle and the first yaw rate of the vehicle; The fourth yaw torque is obtained based on the yaw angular velocity deviation value; The first yaw moment is obtained based on the second yaw moment, the third yaw moment, and the fourth yaw moment.

6. The method according to any one of claims 1-5, characterized in that, The first wheel and the second wheel are located on the first axle. The vehicle also includes a third motor, a fourth motor, a third wheel, and a fourth wheel. The third wheel and the fourth wheel are located on both sides of the vehicle. The third wheel and the fourth wheel are located on the second axle. The third motor is used to drive the third wheel, and the fourth motor is used to drive the fourth wheel. The first axle is different from the second axle. The method further includes: Based on the steering angle, vehicle speed, and suspension travel information, the third motor is controlled to operate with a third torque, and the fourth motor is controlled to operate with a fourth torque, the third torque and the fourth torque being based on the first yaw moment distribution.

7. The method according to any one of claims 1-6, characterized in that, The suspension also includes a first suspension and a second suspension, the first suspension and the second suspension being located on both sides of the vehicle, and the method further includes: Assign the first parameters to the first suspension; Assign the second parameter to the second suspension; The first parameter and the second parameter are obtained based on the first roll moment, and the steering angle, the vehicle speed and the suspension travel information correspond to the first roll moment.

8. The method according to claim 7, characterized in that, The method further includes: The first roll moment is obtained based on the steering angle, the vehicle speed, and the suspension travel information.

9. The method according to claim 8, characterized in that, The step of obtaining the first roll moment based on the steering angle, the vehicle speed, and the suspension travel information includes: The second tilting moment is obtained based on the turning angle and the vehicle speed; The third roll moment is obtained based on the suspension travel information; The first roll moment is obtained based on the second roll moment and the third roll moment.

10. The method according to claim 9, characterized in that, The step of obtaining the first roll moment based on the second roll moment and the third roll moment includes: Determine the current roll angle of the vehicle; The fourth roll moment is obtained based on the current roll angle of the vehicle; The first roll moment is obtained based on the second roll moment, the third roll moment, and the fourth roll moment.

11. The method according to claim 8, characterized in that, The step of obtaining the first roll moment based on the second roll moment and the third roll moment includes: Determine the travel deviation value of the suspension, wherein the travel deviation value is the deviation between the travel of the inner suspension and the travel of the outer suspension when the vehicle is turning; The fifth tilting moment is obtained based on the travel deviation value; The first roll moment is obtained based on the second roll moment, the third roll moment, and the fifth roll moment.

12. The method according to any one of claims 7-11, characterized in that, The first suspension and the second suspension are located on the first axle. The vehicle also includes a third suspension and a fourth suspension, located on both sides of the vehicle. The third suspension and the fourth suspension are located on the second axle. The first axle and the second axle are different. The method further includes: Assign the third parameter to the third suspension; Assign the fourth parameter to the fourth suspension; The third and fourth parameters are obtained based on the first roll moment, and the steering angle, vehicle speed, and suspension travel information correspond to the first roll moment.

13. The method according to any one of claims 1-12, characterized in that, The suspension travel information includes a first travel difference, which is the difference between the travel of the first suspension and the travel of the second suspension of the vehicle, wherein the first suspension and the second suspension are located on both sides of the vehicle.

14. The method according to claim 13, characterized in that, The first suspension and the second suspension are located on the first axle. The suspension travel information also includes a second travel difference, which is the difference between the travel of the third suspension and the travel of the fourth suspension of the vehicle. The third suspension and the fourth suspension are located on both sides of the vehicle and on the second axle. The first axle and the second axle are different.

15. The method according to claim 4, characterized in that, The step of obtaining the first yaw moment based on the second yaw moment and the third yaw moment includes: The first yaw moment is obtained based on the second yaw moment, the weight corresponding to the second yaw moment, the third yaw moment, and the weight corresponding to the third yaw moment; The weights corresponding to the second yaw moment and the third yaw moment are related to at least one of the following: The information includes the road information on which the vehicle is traveling, the driving style of the driver of the vehicle, the instability state of the vehicle, or the vehicle speed.

16. The method according to claim 9, characterized in that, The step of obtaining the first roll moment based on the second roll moment and the third roll moment includes: The first roll moment is obtained based on the second roll moment, the weight corresponding to the second roll moment, the third roll moment, and the weight corresponding to the third roll moment; The weights corresponding to the second and third roll moments are related to at least one of the following: The information includes the road information on which the vehicle is traveling, the driving style of the driver of the vehicle, the instability state of the vehicle, or the vehicle speed.

17. The method according to claim 14, characterized in that, The suspension travel deviation value is related to the first travel difference, the weight corresponding to the first travel difference, the second travel difference, and the weight corresponding to the second travel difference; The weights corresponding to the first travel difference and the second travel difference are related to the driving mode of the vehicle.

18. A control device, characterized in that, The control device includes: The transceiver unit is used to acquire the vehicle's turning angle, the vehicle's speed, and the suspension's travel information; The processing unit is configured to control the first motor to operate at a first torque and control the second motor to operate at a second torque based on the steering angle, the vehicle speed and the suspension travel information. The vehicle includes a suspension, a first motor, a second motor, a first wheel, and a second wheel. The first wheel and the second wheel are located on both sides of the vehicle. The first motor drives the first wheel, and the second motor drives the second wheel. The first torque and the second torque are distributed based on a first yaw moment. The steering angle, the vehicle speed, and the suspension travel information correspond to the first yaw moment.

19. A computing device, characterized in that, The computing device includes a processor and a memory, the memory storing a program, and the processor executing the program to cause the computing device to perform the method as described in any one of claims 1-17.

20. A vehicle, characterized in that, The vehicle includes the control device as described in claim 18 or the computing device as described in claim 19.

21. A computer-readable storage medium, characterized in that, The computer-readable storage medium is used to store a computer program, the computer program including instructions for performing the method as described in any one of claims 1-17.

22. A computer program product, characterized in that, The computer program product includes instructions that, when executed by a processor, cause the method as described in any one of claims 1-17 to be implemented.

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