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

Abstract

The application provides a control method of a vehicle, the vehicle and a storage medium. The method is applied to the technical field of vehicle chassis, and comprises the following steps: acquiring a reference vehicle speed of the vehicle, and determining a reference longitudinal acceleration based on the reference vehicle speed; the reference vehicle speed is an actual vehicle speed of the vehicle relative to the ground; determining a pitch angle deviation between a current pitch angle and a theoretical pitch angle of the vehicle based on the reference longitudinal acceleration; determining a compensation pitch moment based on the pitch angle deviation; and adjusting a driving torque of the vehicle based on the compensation pitch moment, so as to reduce the pitch angle deviation of the vehicle. The method can compensate the pitch angle deviation caused by the feedforward control without relying on a special pitch angle sensor, and realizes precise control of anti-pitch control.

Description

Technical Field

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

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

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

[0004] Existing technologies can perform anti-pitch control on vehicles to suppress the vehicle's pitch angle and improve ride comfort. However, existing anti-pitch control technologies suffer from insufficient control precision and unstable suppression effects. Summary of the Invention

[0005] This application provides a vehicle control method, a vehicle, and a storage medium. The method can compensate for pitch angle deviations caused solely by feedforward control without relying on a dedicated pitch angle sensor, thereby achieving precise anti-pitch control.

[0006] In a first aspect, a vehicle control method is provided, the method comprising: acquiring a reference vehicle speed and determining a reference longitudinal acceleration based on the reference vehicle speed; the reference vehicle speed being the actual vehicle speed relative to the ground; determining the pitch angle deviation between the current pitch angle and the theoretical pitch angle of the vehicle based on the reference longitudinal acceleration; determining a compensating pitch moment based on the pitch angle deviation; and adjusting the driving torque of the vehicle based on the compensating pitch moment to reduce the pitch angle deviation of the vehicle.

[0007] In the above technical solution, the reference acceleration determined by the reference vehicle speed can characterize the theoretical longitudinal acceleration of the vehicle at the reference vehicle speed. Based on the current theoretical acceleration of the vehicle, the pitch angle deviation is determined, and then the compensating pitch moment is determined. Based on the compensating pitch moment, the driving torque of the vehicle is adjusted. Even if there is no sensor in the vehicle to measure the pitch angle, the pitch angle deviation can still be determined. This achieves feedback compensation control of the vehicle by introducing the reference vehicle speed to optimize the front and rear axle driving force distribution. It does not rely on a dedicated pitch angle sensor to compensate for the pitch angle deviation caused by feedforward control alone, achieving precise anti-pitch control and improving vehicle comfort.

[0008] In conjunction with the first aspect, in some possible implementations, adjusting the vehicle's drive torque based on the compensated pitch moment includes: obtaining the anti-pitch angle between the vehicle's pitch center and the wheel center; and adjusting the vehicle's drive torque based on the compensated pitch moment and the anti-pitch angle.

[0009] In the above technical solution, considering that the driving torque acts on the wheel center to generate anti-pitch torque, by obtaining the anti-pitch angle between the pitch center and the wheel center, the anti-pitch torque generated by the driving torque can be effectively determined based on the anti-pitch angle, ensuring that the subsequent combination with the compensation pitch torque can realize the adjustment of the vehicle driving torque and realize the feedback control of the vehicle driving torque.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the anti-pitch angle includes: the front axle anti-pitch angle between the pitch center and the front wheel center, and the rear axle anti-pitch angle between the pitch center and the rear wheel center; adjusting the vehicle's drive torque based on the compensating pitch moment and the anti-pitch angle includes: determining the front axle anti-pitch moment based on the vehicle's total drive torque and the front axle anti-pitch angle; determining the rear axle anti-pitch moment based on the vehicle's total drive torque and the rear axle anti-pitch angle; and adjusting the vehicle's drive torque based on the compensating pitch moment, the front axle anti-pitch moment, and the rear axle anti-pitch moment.

[0011] In the above technical solution, the front axle anti-pitch moment and the rear axle anti-pitch moment generated when the total driving torque acts on the front axle can be determined by the front axle anti-pitch angle and the rear axle anti-pitch moment generated when the total driving torque acts on the rear axle. This realizes the conversion of driving torque into pitch moment, which facilitates the subsequent adjustment of the vehicle's driving torque based on the compensated pitch moment.

[0012] In combination with the first aspect and the above implementation methods, in some possible implementation methods, adjusting the vehicle's drive torque based on the compensated pitch moment, the front axle anti-pitch moment, and the rear axle anti-pitch moment includes: obtaining the vehicle's current torque distribution ratio; determining the compensated torque distribution ratio based on the compensated pitch moment, the front axle anti-pitch moment, the rear axle anti-pitch moment, and the current torque distribution ratio; and adjusting the vehicle's drive torque based on the compensated torque distribution ratio.

[0013] In the above technical solution, by calculating the compensation torque distribution ratio, the driving torque of the vehicle can be adjusted, thereby changing the pitch torque generated by the vehicle, offsetting the pitch angle deviation, compensating for the attitude residual error caused by the basic distribution, and realizing the closed-loop adjustment of the vehicle pitch attitude.

[0014] Combining the first aspect and the above implementation methods, in some possible implementation methods, the current torque distribution ratio includes: the front axle torque distribution ratio and the rear axle torque distribution ratio; determining the compensation torque distribution ratio based on the compensation pitch moment, the front axle anti-pitch moment, the rear axle anti-pitch moment and the current torque distribution ratio includes: multiplying the front axle anti-pitch moment by the front axle torque distribution ratio to obtain a first torque; multiplying the rear axle anti-pitch moment by the rear axle torque distribution ratio to obtain a second torque; and determining the compensation torque distribution ratio based on the first torque, the second torque and the compensation pitch moment.

[0015] In the above technical solution, by multiplying the front axle anti-pitch moment by the front axle torque distribution ratio, the pitch moment generated by the front axle drive torque acting on the front axle of the vehicle, i.e., the first moment, can be obtained. By multiplying the rear axle anti-pitch moment by the rear axle torque distribution ratio, the pitch moment generated when the rear axle drive torque acts on the rear axle of the vehicle, i.e., the second moment, can be obtained. Based on the first moment and the second moment, the total pitch moment of the vehicle can be determined. Combining the compensation pitch moment can more efficiently determine the compensation torque distribution ratio.

[0016] Combining the first aspect and the above implementation methods, in some possible implementation methods, the compensation torque distribution ratio is determined based on the first torque, the second torque, and the compensation pitch torque, including: adjusting the current torque distribution ratio with the goal that the sum of the first torque and the second torque equals the compensation pitch torque; and determining the adjustment amount of the current torque distribution ratio when the sum of the first torque and the second torque equals the compensation pitch torque as the compensation torque distribution ratio.

[0017] In the above technical solution, when the sum of the first torque and the second torque equals the compensating pitch torque, the adjustment amount of the front axle torque distribution ratio and the rear axle torque distribution ratio is determined as the compensating torque distribution ratio. This ensures that after the drive torque is adjusted based on the compensating torque distribution ratio, the pitch torque generated by the vehicle compensates for the compensating pitch torque caused by the pitch angle deviation, thereby achieving closed-loop control of the vehicle pitch angle.

[0018] Combining the first aspect and the above implementation methods, in some possible implementation methods, adjusting the vehicle's drive torque based on the compensation torque distribution ratio includes: adjusting the current torque distribution ratio based on the compensation torque distribution ratio to obtain the adjusted torque distribution ratio; and determining the target front axle drive torque and target rear axle drive torque of the vehicle based on the adjusted torque distribution ratio.

[0019] In combination with the first aspect and the above implementation methods, in some possible implementation methods, determining the pitch angle deviation between the current pitch angle and the theoretical pitch angle based on the reference longitudinal acceleration includes: acquiring the current longitudinal acceleration of the vehicle measured by the sensor; calculating the longitudinal acceleration difference between the reference longitudinal acceleration and the current longitudinal acceleration; and determining the pitch angle deviation based on the longitudinal acceleration difference.

[0020] In the above technical solution, the pitch angle deviation is calculated by referring to the difference between the longitudinal acceleration and the current longitudinal acceleration. This eliminates the need for a dedicated pitch angle sensor and avoids problems such as attitude sensor drift and environmental interference. Even if the vehicle cannot measure the pitch angle, the pitch angle deviation can be determined efficiently and accurately.

[0021] Secondly, a vehicle control device is provided, comprising: an acquisition module for acquiring a reference vehicle speed and determining a reference longitudinal acceleration based on the reference vehicle speed; the reference vehicle speed being the actual vehicle speed relative to the ground; a first determination module for determining the pitch angle deviation between the current pitch angle and the theoretical pitch angle of the vehicle based on the reference longitudinal acceleration; a second determination module for determining a compensating pitch moment based on the pitch angle deviation; and an adjustment module for adjusting the vehicle's drive torque based on the compensating pitch moment to reduce the vehicle's pitch angle deviation.

[0022] In conjunction with the second aspect, in some possible implementations, the adjustment module is specifically used to obtain the anti-pitch angle between the vehicle's pitch center and the wheel center; and to adjust the vehicle's drive torque based on the compensated pitch moment and the anti-pitch angle.

[0023] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the anti-pitch angle includes: the front axle anti-pitch angle between the pitch center and the front wheel center and the rear axle anti-pitch angle between the pitch center and the rear wheel center; the adjustment module is specifically used to: determine the front axle anti-pitch torque based on the vehicle's total driving torque and the front axle anti-pitch angle; determine the rear axle anti-pitch torque based on the vehicle's total driving torque and the rear axle anti-pitch angle; and adjust the vehicle's driving torque based on the compensating pitch torque, the front axle anti-pitch torque, and the rear axle anti-pitch torque.

[0024] Combining the second aspect and the above implementation methods, in some possible implementation methods, the adjustment module is specifically used to: obtain the current torque distribution ratio of the vehicle; determine the compensation torque distribution ratio based on the compensation pitch moment, the front axle anti-pitch moment, the rear axle anti-pitch moment and the current torque distribution ratio; and adjust the driving torque of the vehicle based on the compensation torque distribution ratio.

[0025] Combining the second aspect and the above implementation methods, in some possible implementation methods, the current torque distribution ratio includes: the front axle torque distribution ratio and the rear axle torque distribution ratio; the adjustment module is specifically used to multiply the front axle anti-pitch moment by the front axle torque distribution ratio to obtain the first torque; multiply the rear axle anti-pitch moment by the rear axle torque distribution ratio to obtain the second torque; and determine the compensation torque distribution ratio based on the first torque, the second torque, and the compensation pitch moment.

[0026] Combining the second aspect and the above implementation methods, in some possible implementation methods, the adjustment module is specifically used to adjust the current torque distribution ratio with the goal that the sum of the first torque and the second torque equals the compensating pitch torque; the adjustment amount of the current torque distribution ratio when the sum of the first torque and the second torque equals the compensating pitch torque is determined as the compensating torque distribution ratio.

[0027] Combining the second aspect and the above implementation methods, in some possible implementation methods, the adjustment module is specifically used to: adjust the current torque distribution ratio based on the compensation torque distribution ratio to obtain the adjusted torque distribution ratio; and determine the target front axle drive torque and the target rear axle drive torque of the vehicle based on the adjusted torque distribution ratio.

[0028] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the first determining module is specifically used to: obtain the current longitudinal acceleration of the vehicle measured by the sensor; calculate the longitudinal acceleration difference between the reference longitudinal acceleration and the current longitudinal acceleration; and determine the pitch angle deviation based on the longitudinal acceleration difference.

[0029] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods of the first aspect or any possible implementation thereof.

[0030] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0031] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0032] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0033] Figure 2 This is a schematic diagram of an anti-pitch angle provided in an embodiment of this application.

[0034] Figure 3 This is a schematic diagram of an anti-pitch design architecture model provided in an embodiment of this application.

[0035] Figure 4This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

[0036] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

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

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

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

[0040] Existing technologies can perform anti-pitch control on vehicles to suppress the vehicle's pitch angle and improve ride comfort. However, existing anti-pitch control technologies suffer from insufficient control precision and unstable suppression effects.

[0041] For example, by determining the front and rear axle torque distribution ratio through the desired pitch angle, the torque distribution between the front and rear axles of the vehicle can be adjusted in advance before the pitch motion occurs, actively counteracting the vehicle's pitch trend and achieving open-loop control of vehicle anti-pitch. However, the above open-loop control relies solely on the desired pitch angle as the basis for regulation, without actual vehicle pitch attitude feedback and error correction. This can easily lead to a mismatch between the control quantity and the actual pitch, and a decrease in the suppression effect when the operating conditions change, making it difficult to achieve accurate and stable pitch suppression.

[0042] Based on this, this application proposes a vehicle control method. Based on the influence of the vehicle pitch angle on the vehicle's longitudinal acceleration, the method calculates the pitch angle deviation between the current pitch angle and the theoretical pitch angle by using the reference longitudinal acceleration determined by the reference vehicle speed. Then, based on the pitch angle deviation, the method determines the compensation pitch torque to adjust the drive torque and performs feedback control on the pitch angle, thereby realizing closed-loop anti-pitch control and improving the accuracy and stability of pitch control.

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

[0044] For example, such as Figure 1 As shown, the method 100 includes: Step 101: Obtain the reference vehicle speed and determine the reference longitudinal acceleration based on the reference vehicle speed; the reference vehicle speed is the actual speed of the vehicle relative to the ground. Step 102: Based on the reference longitudinal acceleration, determine the pitch angle deviation between the vehicle's current pitch angle and the theoretical pitch angle; Step 103: Determine the compensating pitch moment based on the pitch angle deviation; Step 104: Adjust the vehicle's drive torque based on the compensated pitch moment to reduce the vehicle's pitch angle deviation.

[0045] exist Figure 1 In the illustrated embodiment, the reference acceleration determined by the reference vehicle speed can characterize the theoretical longitudinal acceleration of the vehicle at the reference vehicle speed. Based on the vehicle's current theoretical acceleration, the pitch angle deviation is determined, and then the compensating pitch moment is determined. The vehicle's drive torque is adjusted based on the compensating pitch moment. Even if there is no sensor in the vehicle to measure the pitch angle, the pitch angle deviation can still be determined. This achieves feedback compensation control of the vehicle by introducing the reference vehicle speed to optimize the front and rear axle drive force distribution. It compensates for pitch angle deviations caused by feedforward control without relying on a dedicated pitch angle sensor, achieving precise anti-pitch control and improving vehicle comfort.

[0046] The following is about Figure 1 The specific implementation methods of each step in the illustrated embodiments are explained in detail below: In step 101, considering that during the process of controlling vehicle pitch resistance based on open-loop feedforward control, the vehicle may experience errors between the actual pitch angle and the desired pitch angle (i.e., the theoretical pitch angle) due to various factors, but if no pitch angle sensor is installed in the vehicle, this pitch angle error cannot be detected, resulting in inaccurate vehicle pitch angle control. In this embodiment, the reference vehicle speed is obtained, the pitch angle deviation is calculated based on the reference vehicle speed, and the pitch angle deviation can be used to compensate for the front and rear axle torque distribution, providing feedback compensation for vehicle pitch angle control. This achieves closed-loop control of vehicle pitch resistance by adjusting the front and rear axle torque distribution based on the desired pitch angle and then feeding back to control the vehicle pitch angle, thereby ensuring the accuracy of vehicle pitch angle control during the process of controlling vehicle pitch resistance.

[0047] The open-loop feedforward control process may specifically include: determining the desired pitch angle of the vehicle, determining the front and rear axle torque distribution ratio based on the desired pitch angle, and adjusting the front and rear axle torque distribution in advance based on the determined front and rear axle torque distribution ratio before the pitch motion occurs, actively counteracting the pitch trend and achieving anti-pitch control.

[0048] The reference speed is the vehicle's current actual speed relative to the ground. If the vehicle does not slip, the reference speed can be calculated from the vehicle's wheel speed.

[0049] For example, the vehicle includes four wheels, each equipped with a speed sensor to collect wheel speed data. Assuming the vehicle is not slipping, the wheel speeds of the four wheels can be acquired separately, and the average wheel speed can be calculated. This average wheel speed is then converted into the vehicle speed to obtain a reference vehicle speed.

[0050] When a vehicle experiences wheel slippage, spin, lockup, or distorted wheel speed sensor signals, the actual vehicle speed cannot be directly obtained from the four wheel speeds. In this case, the vehicle speed can be estimated by combining longitudinal acceleration sensor, gyroscope, and vehicle positioning information to obtain the vehicle's actual longitudinal speed relative to the ground, which can then be used as a reference speed.

[0051] Longitudinal acceleration refers to the acceleration component along the vehicle's direction of travel. The greater the longitudinal acceleration, the faster the vehicle's speed changes. Reference longitudinal acceleration refers to the theoretical acceleration component of the vehicle along the direction of travel at a reference speed.

[0052] As one implementation method, the reference vehicle speed can be integrated to obtain the reference longitudinal acceleration. The formula for integrating the reference vehicle speed is shown in the following formula (1): (1); In the above formula (1), For reference longitudinal acceleration, For reference vehicle speed, This refers to differential operations. Specifically, in differential operations, 's' is the Laplace operator, representing the differential operation (time derivative). The cutoff angular frequency determines the boundary between "differentiation" and "filtering", and determines the "effective range of differentiation" and "noise suppression capability".

[0053] In some embodiments, before determining the reference longitudinal acceleration of the vehicle based on the vehicle's reference speed, it is also necessary to determine that the absolute value of the slope of the road surface where the vehicle is currently located is less than a preset slope.

[0054] The aforementioned preset slope is a pre-defined slope threshold used to determine whether the current road surface is sufficiently close to level. For example, the preset slope could be 3°. When the absolute value of the slope of the road surface where the vehicle is currently located is determined to be less than the preset slope, the road surface where the vehicle is currently located can be determined to be level.

[0055] Understandably, road slope also causes the projection component of vehicle weight along the longitudinal direction of the vehicle body, thus interfering with the acquired reference vehicle speed. When the road slope is less than the preset slope, the influence of the road slope on the longitudinal acceleration can be considered negligible, and the reference longitudinal acceleration can be stably calculated based on the reference vehicle speed. However, if the road slope is not less than the preset slope, the slope angle will introduce an additional gravity projection component, causing the longitudinal acceleration detection value to deviate and resulting in errors. It is impossible to accurately distinguish between road slope interference and the actual pitch attitude change of the vehicle body. Therefore, it is necessary to limit the determination of the reference longitudinal acceleration based on the reference vehicle speed only under the condition of small slope and approximate horizontality.

[0056] In step 102, the vehicle's longitudinal acceleration is the primary cause of its pitch motion. Therefore, the corresponding pitch angle, i.e., the theoretical pitch angle mentioned above, can be determined based on the reference acceleration. Thus, the pitch angle deviation between the theoretical pitch angle and the current pitch angle can be determined based on the reference acceleration.

[0057] In some embodiments, determining the pitch angle deviation between the current pitch angle and the theoretical pitch angle of the vehicle based on a reference longitudinal acceleration includes: acquiring the current longitudinal acceleration of the vehicle measured by a sensor; calculating the longitudinal acceleration difference between the reference longitudinal acceleration and the current longitudinal acceleration; and determining the pitch angle deviation based on the longitudinal acceleration difference.

[0058] The vehicle is equipped with a sensor that measures the vehicle's longitudinal acceleration. After obtaining the reference longitudinal acceleration, the current longitudinal acceleration measured by the sensor can be obtained to get the current longitudinal acceleration.

[0059] After obtaining the current longitudinal acceleration, you can subtract the current longitudinal acceleration from the reference longitudinal acceleration to get the difference in longitudinal acceleration between the reference longitudinal acceleration and the current longitudinal acceleration.

[0060] For example, the current longitudinal acceleration is ax, and the reference longitudinal acceleration calculated in the above embodiment is... Then the longitudinal acceleration difference = .

[0061] After obtaining the longitudinal acceleration difference, the pitch angle deviation can be determined based on the longitudinal acceleration difference. The formula for calculating the pitch angle deviation can also be as follows (2): (2); In the above formula (2), g is the acceleration due to gravity, which can be 9.8 m / s².2 (meters per square second). The sine value of the pitch angle deviation. For reference longitudinal acceleration, This represents the current longitudinal acceleration.

[0062] Understandable This is the component of gravitational acceleration caused by pitch angle deviation. When the vehicle body is not tilted, the component of gravitational acceleration in the vehicle's direction of travel is usually zero, and the longitudinal acceleration measured by the sensor is the longitudinal acceleration generated by the driving torque. When the vehicle body is tilted, the vehicle's gravitational acceleration will generate a component in the vehicle's direction of travel, resulting in the longitudinal acceleration measured by the sensor including the longitudinal acceleration generated by the driving torque and the component of gravitational acceleration. Therefore, the component of gravitational acceleration based on pitch angle deviation in formula (2) is equal to the difference between the reference longitudinal acceleration and the current longitudinal acceleration.

[0063] After transforming the above formula (2), we can obtain the following formula (3): (3); In the above formula (3), The pitch angle deviation is calculated as the ratio of the difference between the reference longitudinal acceleration and the actual longitudinal deceleration to the gravitational acceleration. It is equal to the arcsine of the ratio.

[0064] In some embodiments, the conversion coefficient between longitudinal acceleration and pitch angle can be determined in advance, and the pitch angle deviation can be obtained by multiplying the difference in longitudinal acceleration by the conversion coefficient. Assuming the conversion coefficient is Ka, the formula for determining the pitch angle deviation is as shown in the following formula (4): (4); In the above formula (4), For pitch angle deviation, The conversion factor for converting longitudinal acceleration to pitch angle. For reference longitudinal acceleration, This represents the current longitudinal acceleration.

[0065] It is understandable that longitudinal acceleration can be converted into pitch angle because longitudinal acceleration will induce longitudinal inertial force, which in turn will form a pitch moment around the pitch center, causing the vehicle body to produce a pitch angle. Within the linear operating range of the suspension, the pitch angle and the longitudinal acceleration have an approximately one-to-one mapping relationship. Therefore, the corresponding conversion coefficient can be calibrated, and the corresponding pitch angle can be directly estimated through the longitudinal acceleration.

[0066] In the above method, the pitch angle deviation is calculated by referring to the difference between the longitudinal acceleration and the current longitudinal acceleration. This eliminates the need for a dedicated pitch angle sensor and avoids problems such as attitude sensor drift and environmental interference. Even if the vehicle cannot measure the pitch angle, the pitch angle deviation can be determined efficiently and accurately.

[0067] In step 103, the pitch moment refers to the moment acting on the vehicle body that causes the vehicle to pitch up or down around its pitch center. The compensating pitch moment is the moment that causes the vehicle to pitch up or down around its pitch center to reduce the pitch angle deviation.

[0068] After determining the pitch angle deviation, the corresponding compensating pitch moment can be determined based on the pitch angle deviation. It is understandable that the vehicle's pitch moment is calculated using the drive torque and pitch angle. Since the vehicle has a pitch angle deviation, there is also a certain deviation between the pitch moment and the actual pitch moment, which is the aforementioned compensating pitch moment. This deviation is caused by the pitch angle deviation; therefore, the deviation of the pitch moment caused by this pitch angle deviation can be determined based on the pitch angle deviation, thus obtaining the compensating pitch moment.

[0069] Specifically, a proportional-derivative (PD) regulator can be installed in the vehicle. After obtaining the pitch angle deviation, the pitch angle deviation can be input into the PD regulator for proportional-derivative adjustment to obtain the compensating pitch torque corresponding to the pitch angle deviation. The formula for proportional-derivative adjustment is shown in the following formula (5): (5); In the above formula (5), My is the compensated pitch moment, and Kp is the proportional gain. Where Kd is the pitch angle deviation and Kd is the integral gain. The pitch angle deviation is the rate of change of the pitch angle deviation obtained by differentiating the pitch angle deviation.

[0070] In the above formula (5), This is a proportional term, corrected based on the current pitch deviation; the larger the deviation, the greater the correction torque. The differential term is damped according to the pitch change rate to suppress pitch overshoot and oscillation, thereby improving ride comfort.

[0071] In step 104, the driving torque includes the front axle driving torque and the rear axle driving torque. After obtaining the compensated pitch moment, the front axle driving torque and the rear axle driving torque can be adjusted based on the compensated pitch moment to reduce the vehicle's pitch angle deviation.

[0072] In some embodiments, adjusting the vehicle's drive torque based on the compensated pitch moment includes: obtaining the anti-pitch angle between the vehicle's pitch center and the wheel center; and adjusting the vehicle's drive torque based on the compensated pitch moment and the anti-pitch angle.

[0073] The pitch center refers to the instantaneous center of rotation of the vehicle body relative to the axle during pitch motion. The pitch torque generated during vehicle acceleration or braking forms a rotational torque around this pitch center, thereby causing the vehicle body to pitch up or down.

[0074] The wheel center refers to the geometric center of the wheel, which is the center point of the wheel axle. The pitch angle is the angle formed by the line connecting the vehicle's pitch center and the wheel center, relative to the horizontal ground.

[0075] Specifically, a vehicle consists of front and rear wheels, and the pitch center is usually located between the front and rear wheels. Therefore, the anti-pitch angles corresponding to the front and rear wheels may be different. Thus, it is necessary to obtain the anti-pitch angle between the pitch center and the center of the rear wheel of the vehicle, as well as the anti-pitch angle between the pitch center and the center of the front wheel of the vehicle.

[0076] Figure 2 This is a schematic diagram of an anti-pitch angle provided in an embodiment of this application.

[0077] For example, such as Figure 2 As shown, the pitch center is Figure 2 Point O in the diagram is the center of the front wheel. Figure 2 Point Q in the diagram is the center of the rear wheel. Figure 2 Point N in the middle.

[0078] like Figure 2 As shown, the angle formed by the line connecting the pitch center O and the front wheel center Q with respect to the horizontal ground is . Then the anti-pitch angle between the pitch center and the center of the front wheel of the vehicle is The angle formed by the line connecting the pitch center O and the rear wheel center N with respect to the horizontal ground is . Then the anti-pitch angle between the pitch center and the rear wheel center of the vehicle is... .

[0079] After obtaining the anti-pitch angle, the anti-pitch torque generated by the current drive torque can be determined based on the anti-pitch angle, and the drive torque can be adjusted based on the compensating pitch torque so that the vehicle generates the compensating pitch torque determined in the above embodiments.

[0080] It is understandable that anti-pitch moment is generated by drive torque. When the vehicle needs to generate compensating pitch moment, the vehicle's drive torque needs to be adjusted to ensure that the vehicle generates the aforementioned compensating pitch moment under the adjusted drive torque.

[0081] In the above method, considering that the driving torque acts on the wheel center to generate anti-pitch torque, the anti-pitch angle between the pitch center and the wheel center is obtained. Based on the anti-pitch angle, the anti-pitch torque generated by the driving torque can be effectively determined, ensuring that the subsequent combination with the compensation pitch torque can achieve the adjustment of the vehicle driving torque and realize the feedback control of the vehicle driving torque.

[0082] In some embodiments, the anti-pitch angle includes: the front axle anti-pitch angle between the pitch center and the front wheel center, and the rear axle anti-pitch angle between the pitch center and the rear wheel center; adjusting the vehicle's drive torque based on the compensating pitch moment and the anti-pitch angle includes: determining the front axle anti-pitch moment based on the vehicle's total drive torque and the front axle anti-pitch angle; determining the rear axle anti-pitch moment based on the vehicle's total drive torque and the rear axle anti-pitch angle; and adjusting the vehicle's drive torque based on the compensating pitch moment, the front axle anti-pitch moment, and the rear axle anti-pitch moment.

[0083] As in the above embodiment, the angle between the vehicle pitch center and the front wheel center and the angle between the pitch center and the rear wheel center may be different. Specifically, the front axle anti-pitch angle between the pitch center and the front wheel center is... Figure 2 The pitch angle shown The rear axle anti-pitch angle between the pitch center and the rear wheel center is specifically: Figure 2 The pitch angle shown .

[0084] Total driving torque refers to the combination of the driving torque of the front axle and the driving torque of the rear axle of a vehicle. It can be obtained by adding the driving torque of the front axle and the driving torque of the rear axle, and the sum is taken as the total driving torque.

[0085] For example, if the vehicle is a pure electric vehicle, the front axle is driven by a front-drive motor and the rear axle is driven by a rear-drive motor. In this case, the torque output by the front-drive motor can be obtained to obtain the front axle drive torque; the torque output by the rear-drive motor can be obtained to obtain the rear axle drive torque.

[0086] In some embodiments, the opening of the vehicle's accelerator pedal can also be obtained, and the total vehicle torque demand can be determined based on the opening of the accelerator pedal, and the total vehicle torque demand can be used as the total driving torque.

[0087] Understandably, vehicles typically maintain a correlation between accelerator pedal opening and the required torque. In this correlation, a larger accelerator pedal opening corresponds to a larger required torque, and a smaller accelerator pedal opening corresponds to a smaller required torque. Once the current accelerator pedal opening is obtained, this correlation can be looked up to determine the corresponding required torque.

[0088] After obtaining the total driving torque, multiply the total driving torque by the tangent of the front axle pitch angle to obtain the front axle pitch moment; the calculation formula for the front axle pitch moment is shown in the following formula (6): (6); In the above formula (6), To resist pitching moment on the front axle, For the total driving torque, For the front axle anti-pitch angle, This is the tangent of the front axle pitch angle.

[0089] It is understandable that the front axle anti-pitch moment refers to the anti-pitch moment generated when the total driving torque acts on the front axle.

[0090] After obtaining the total driving torque, it can be multiplied by the tangent of the rear axle pitch angle to obtain the rear axle pitch moment. Specifically, the total driving torque can be multiplied by the tangent of the rear axle pitch angle, and the negative value of the result can be used as the rear axle pitch moment. The formula for calculating the rear axle pitch moment is shown in the following formula (7): (7); In the above formula (7), To resist pitching moment on the rear axle, For the total driving torque, For the rear axle pitch angle, This is the tangent of the rear axle pitch angle.

[0091] It is understandable that the rear axle pitching moment refers to the pitching moment generated when the total driving torque acts on the rear axle.

[0092] After obtaining the front axle anti-pitch moment and the rear axle anti-pitch moment, an anti-pitch moment calculation formula can be constructed based on the front axle anti-pitch moment and the rear axle anti-pitch moment. The goal is to adjust the front axle drive torque and the rear axle drive torque so that the anti-pitch moment before torque adjustment is equal to the anti-pitch moment after torque adjustment.

[0093] In the above method, the front axle anti-pitch moment and the rear axle anti-pitch moment generated when the total driving torque acts on the front axle can be determined by the front axle anti-pitch angle and the rear axle anti-pitch moment generated when the total driving torque acts on the rear axle. This realizes the conversion of driving torque into pitch moment, which facilitates the subsequent adjustment of the vehicle's driving torque based on the compensated pitch moment.

[0094] In some embodiments, adjusting the vehicle's drive torque based on the compensated pitch moment, the front axle anti-pitch moment, and the rear axle anti-pitch moment includes: obtaining the vehicle's current torque distribution ratio; determining the compensated torque distribution ratio based on the compensated pitch moment, the front axle anti-pitch moment, the rear axle anti-pitch moment, and the current torque distribution ratio; and adjusting the vehicle's drive torque based on the compensated torque distribution ratio.

[0095] The torque distribution ratio mentioned above can be expressed as a percentage. Specifically, the current torque distribution ratio can include the front axle torque distribution ratio and the rear axle torque distribution ratio. The front axle torque distribution ratio represents the ratio of the front axle drive torque to the total drive torque, while the rear axle torque distribution ratio represents the ratio of the rear axle drive torque to the total drive torque.

[0096] For example, if the ratio between the front axle drive torque and the rear axle drive torque is 5:5, then the torque distribution ratio of the front axle and the torque distribution ratio of the rear axle are both 50%.

[0097] The sum of the front axle torque distribution ratio and the rear axle torque distribution ratio is 1. If the front axle torque distribution ratio is denoted as D, then the rear axle torque distribution ratio is denoted as 1-D.

[0098] The vehicle typically has a corresponding torque distribution ratio in the current mode, and the torque distribution ratio of the vehicle in the current mode can be obtained directly.

[0099] In some embodiments, torque sensors are respectively installed on the front and rear axles of the vehicle. The front axle drive torque and the rear axle drive torque can be obtained based on the torque sensors, and the front axle drive torque and the rear axle drive torque can be added together to obtain the total drive torque. The ratio of the front axle drive torque to the total drive torque is calculated to obtain the front axle torque distribution ratio; the ratio of the rear axle drive torque to the total drive torque is calculated to obtain the rear axle torque distribution ratio.

[0100] For example, if the obtained front axle drive torque is 60 Nm and the obtained rear axle drive torque is 40 Nm, the total drive torque can be calculated as 60 Nm + 40 Nm = 100 Nm. Then, the front axle torque distribution ratio is 60 Nm / 100 Nm = 60%, and the rear axle torque distribution ratio is 40 Nm / 100 Nm = 1 - 60% = 40%.

[0101] After obtaining the vehicle's torque distribution ratio, the compensated torque distribution ratio can be determined based on the compensated pitch moment, front axle anti-pitch moment, rear axle anti-pitch moment, and the current torque distribution ratio. The compensated torque distribution ratio refers to the adjustment amount required to adjust the current torque distribution ratio under pitch angle deviation.

[0102] It is understandable that the front axle anti-pitch moment and the rear axle anti-pitch moment represent the inherent influence of the total drive torque on the vehicle's pitch attitude when applied to the front and rear axles, respectively. The two are determined by the suspension anti-pitch geometry, providing a fixed mapping relationship between the pitch moment and the drive torque. The current torque distribution ratio reflects the basic distribution state of the vehicle's drive torque on the front and rear axles, determining the total pitch moment generated by the vehicle under basic operating conditions. The compensation pitch moment is the attitude correction requirement torque output by the PD closed-loop feedback based on the pitch angle deviation, representing the amount of deviation compensation of the actual pitch attitude relative to the target attitude.

[0103] Based on the current torque distribution ratio, the pitching moment generated under the current torque distribution ratio can be determined. By determining the compensation torque distribution ratio, the pitching moment generated after adjusting the drive torque can be obtained. Therefore, by combining the existing torque distribution ratio with the deviation compensation torque that needs to be offset, the fine adjustment range of the front and rear axle torques can be calculated in reverse, and then the compensation torque distribution ratio can be obtained.

[0104] After obtaining the compensation torque distribution ratio, a new torque distribution ratio can be determined based on the compensation torque distribution ratio, and then the driving torque of the vehicle can be adjusted based on the new torque distribution ratio.

[0105] In the above method, by calculating the compensation torque distribution ratio, the driving torque of the vehicle can be adjusted, thereby changing the pitch torque generated by the vehicle, offsetting the pitch angle deviation, compensating for the attitude residual error caused by the basic distribution, and realizing the closed-loop adjustment of the vehicle pitch attitude.

[0106] In some embodiments, the current torque distribution ratio includes: a front axle torque distribution ratio and a rear axle torque distribution ratio; determining the compensation torque distribution ratio based on the compensation pitch moment, the front axle anti-pitch moment, the rear axle anti-pitch moment and the current torque distribution ratio includes: multiplying the front axle anti-pitch moment by the front axle torque distribution ratio to obtain a first torque; multiplying the rear axle anti-pitch moment by the rear axle torque distribution ratio to obtain a second torque; and determining the compensation torque distribution ratio based on the first torque, the second torque and the compensation pitch moment.

[0107] As described in the above embodiment, the current torque distribution ratio includes: front axle torque distribution ratio D and rear axle torque distribution ratio 1-D. Multiplying the total driving torque by the front axle torque distribution ratio yields the front axle driving torque; multiplying the total driving torque by the rear axle torque distribution ratio yields the rear axle driving torque.

[0108] It is understandable that the front axle anti-pitch moment is the torque generated when the total driving torque acts on the front axle of the vehicle. Multiplying the front axle anti-pitch moment by the front axle torque distribution ratio yields the first torque, which can represent the anti-pitch moment generated when the front axle driving torque acts on the front axle. The formula for calculating the first torque is shown in the following formula (8): (8); In the above formula (8), The first torque is given by D, where D is the torque distribution ratio to the front axle. This is the anti-pitch torque generated by the total driving torque acting on the front axle.

[0109] It is understandable that the rear axle anti-pitch moment is the torque generated when the total driving torque acts on the rear axle of the vehicle. Multiplying the rear axle anti-pitch moment by the rear axle torque distribution ratio yields the second moment, which can represent the anti-pitch moment generated when the rear axle driving torque acts on the rear axle. The calculation formula for the second moment is shown in the following formula (9): (9); In the above formula (9), The second torque is (1-D), where (1-D) is the torque distribution ratio of the rear axle. This is the anti-pitch moment generated by the total driving torque acting on the rear axle.

[0110] After obtaining the calculation formulas for the first torque and the second torque, a calculation formula for determining the total pitching moment of the vehicle can be constructed based on the calculation formulas for the first torque and the second torque. The constructed calculation formula for the total pitching moment is as follows (10): (10); In the above formula (10), M is the total pitching moment. For the first torque, This is the second torque.

[0111] After constructing the formula for calculating the total pitch moment, the front axle torque distribution ratio and the rear axle drive torque distribution ratio can be adjusted based on the formula for calculating the total anti-pitch moment and the compensating pitch moment, so that the total anti-pitch moment equals the compensating pitch moment, thereby determining the compensating torque distribution ratio.

[0112] In the above method, by multiplying the front axle anti-pitch moment by the front axle torque distribution ratio, the pitch moment generated by the front axle drive torque acting on the front axle of the vehicle, i.e., the first moment, can be obtained. By multiplying the rear axle anti-pitch moment by the rear axle torque distribution ratio, the pitch moment generated when the rear axle drive torque acts on the rear axle of the vehicle, i.e., the second moment, can be obtained. Based on the first moment and the second moment, the total pitch moment of the vehicle can be determined. Combining the compensation pitch moment can more efficiently determine the compensation torque distribution ratio.

[0113] In some embodiments, determining the compensation torque distribution ratio based on the first torque, the second torque, and the compensation pitch torque includes: adjusting the current torque distribution ratio with the goal that the sum of the first torque and the second torque equals the compensation pitch torque; and determining the adjustment amount of the current torque distribution ratio when the sum of the first torque and the second torque equals the compensation pitch torque as the compensation torque distribution ratio.

[0114] The sum of the first torque and the second torque mentioned above is the total pitch torque, which is obtained by adding the first torque and the second torque. Total pitch torque = first torque + second torque = M1 + M2.

[0115] If the distribution ratio of the front axle torque and the rear axle torque in the current torque distribution ratio changes, the values ​​of the first torque and the second torque will change, which in turn will cause the total pitching torque to change.

[0116] With the goal of the sum of the first torque and the second torque equal to the compensating pitch torque, the front axle torque distribution ratio and the rear axle torque distribution ratio in the current torque distribution ratio are adjusted; that is, by adjusting the front axle torque distribution ratio and the rear axle torque distribution ratio, the total pitch torque is made equal to the compensating pitch torque.

[0117] It is understandable that the sum of the front axle torque distribution ratio and the rear axle torque distribution ratio is 1. During the adjustment process, it is necessary to ensure that the sum of the front axle torque distribution ratio and the rear axle torque distribution ratio is 1. By how much the front axle torque distribution ratio decreases, the rear axle torque distribution ratio must be increased by the same amount. In other words, the adjustment amount of the front axle torque distribution ratio and the rear axle torque distribution ratio is the same.

[0118] The sum of the first torque and the second torque equals the adjustment amount of the front axle torque distribution ratio and the rear axle torque distribution ratio when the compensated pitching torque is used to determine the compensated torque distribution ratio.

[0119] Specifically, the compensation torque distribution ratio can be set to D1. Based on the set compensation torque distribution ratio, a calculation formula for the first compensated torque can be constructed, and a calculation formula for the second compensated torque can be constructed based on the set compensation torque distribution ratio. With the goal that the sum of the first compensated torque and the second compensated torque equals the compensation pitch torque, a calculation formula for the compensation pitch torque can be constructed. The constructed formula is shown in the following formula (11): (11); In the above formula (11), My is the compensating pitch moment. For the first torque after compensation, This is the second torque after compensation.

[0120] After constructing formula (11), the compensated pitch moment My and the current torque distribution ratio can be included, along with the front axle torque distribution ratio D and the rear axle torque distribution ratio (1-D), and the total driving torque. Front axle pitch angle and rear axle pitch angle Substituting into the above formula (11), the compensation torque distribution ratio D1 can be calculated.

[0121] For example, front axle pitch resistance and rear axle pitch angle All angles are 45°, the compensated pitch moment is 50 Nm, the current torque distribution ratio D is 40%, the rear axle torque distribution ratio (1-D) is 60%, and the total driving torque is... If the torque is 100 NM, then by substituting it into the above formula (10), the compensation torque distribution ratio D1 = -5% can be calculated.

[0122] In the above method, when the sum of the first torque and the second torque equals the compensating pitch torque, the adjustment amount of the front axle torque distribution ratio and the rear axle torque distribution ratio is determined as the compensating torque distribution ratio. This ensures that after the drive torque is adjusted based on the compensating torque distribution ratio, the pitch torque generated by the vehicle compensates for the compensating pitch torque caused by the pitch angle deviation, thereby achieving closed-loop control of the vehicle pitch angle.

[0123] In some embodiments, adjusting the vehicle's drive torque based on the compensation torque distribution ratio includes: adjusting the current torque distribution ratio based on the compensation torque distribution ratio to obtain an adjusted torque distribution ratio; and determining the target front axle drive torque and the target rear axle drive torque of the vehicle based on the adjusted torque distribution ratio.

[0124] The current torque distribution ratio includes the front axle torque distribution ratio and the rear axle torque distribution ratio. Adjusting the current torque distribution ratio based on the compensation torque distribution ratio includes: subtracting the compensation torque distribution ratio from the front axle torque distribution ratio to obtain the adjusted front axle torque distribution ratio, denoted as D-D1; and adding the compensation torque distribution ratio to the rear axle torque distribution ratio to obtain the adjusted rear axle torque distribution ratio, denoted as 1-D+D1.

[0125] The adjusted front axle torque distribution ratio and the adjusted rear axle torque distribution ratio are both taken as the adjusted torque distribution ratio. That is, the adjusted torque distribution ratio includes: the adjusted front axle torque distribution ratio D-D1 and the adjusted rear axle torque distribution ratio 1-D+D1.

[0126] After obtaining the adjusted torque distribution ratio, the total driving torque is multiplied by the adjusted front axle torque distribution ratio to obtain the target front axle driving torque; the total driving torque is multiplied by the adjusted rear axle torque distribution ratio to obtain the target rear axle driving torque. The vehicle's front axle is controlled to output the target front axle driving torque and the vehicle's rear axle is controlled to output the target rear axle driving torque, thereby adjusting the vehicle's driving torque.

[0127] When the vehicle outputs the front axle torque and the target rear axle torque, the actual front axle torque distribution ratio of the vehicle is equal to the adjusted front axle torque distribution ratio, and the actual rear axle torque distribution ratio of the vehicle is equal to the adjusted rear axle torque distribution ratio. At this time, the sum of the first torque and the second torque is equal to the compensating pitching torque.

[0128] Understandably, the compensating pitch moment is determined based on the pitch angle deviation. When the sum of the first moment and the second moment equals the compensating pitch moment, the output compensating pitch moment is used to eliminate the above pitch angle deviation. At this time, the vehicle's current pitch angle will be equal to the theoretical pitch angle.

[0129] Figure 3 This is a schematic diagram of an anti-pitch design architecture model provided in an embodiment of this application.

[0130] For example, such as Figure 3 As shown, in this anti-pitch design architecture, the total driving torque is input to the feedforward module, which then distributes the total driving torque to obtain the front axle driving torque T. DF and rear axle drive torque T DR .

[0131] Specifically, the feedforward module can utilize a linear model of the vehicle's longitudinal acceleration and the front and rear axle drive torques to adjust the front and rear axle torque distribution before pitch motion occurs, actively counteracting the pitch trend and achieving anti-pitch control so that the vehicle's pitch angle reaches the desired pitch angle. .

[0132] The feedforward module obtains the front axle drive torque T DF and rear axle drive torque T DR Next, the front axle drive torque T DF and rear axle drive torque T DR Input the vehicle so that the vehicle controls the torque output based on the front axle drive torque and rear axle drive torque calculated by the feedforward module.

[0133] During feedforward control, the vehicle's reference speed can be obtained. Reference vehicle speed The input is given to the Model module, which differentiates the vehicle to obtain the reference longitudinal acceleration. .

[0134] Obtain the reference longitudinal acceleration Next, the current longitudinal acceleration ax measured by the sensor is obtained, based on the reference longitudinal acceleration. Determine the pitch angle deviation based on the current longitudinal acceleration ax. .

[0135] Obtain pitch angle deviation Next, the pitch angle deviation will be... The input to the PD module is used for proportional-derivative adjustment to obtain the compensated pitch moment My.

[0136] The compensated pitch moment My is input to the feedforward module. Based on the compensated pitch moment, the feedforward module adjusts the front and rear axle torque distribution ratio to obtain the adjusted front axle drive torque and rear axle drive torque. The adjusted front and rear axle drive torques are then input to the vehicle so that the vehicle controls the torque output based on the front and rear axle drive torques adjusted by the feedforward module.

[0137] Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

[0138] For example, such as Figure 4 As shown, the device 400 includes: The acquisition module 401 is used to acquire the reference vehicle speed and determine the reference longitudinal acceleration based on the reference vehicle speed; the reference vehicle speed is the actual vehicle speed relative to the ground. The first determining module 402 is used to determine the pitch angle deviation between the current pitch angle and the theoretical pitch angle of the vehicle based on the reference longitudinal acceleration; The second determining module 403 is used to determine the compensating pitch moment based on the pitch angle deviation; The adjustment module 404 is used to adjust the vehicle's drive torque based on the compensated pitch moment in order to reduce the vehicle's pitch angle deviation.

[0139] In some embodiments, the adjustment module 404 is specifically used to obtain the anti-pitch angle between the vehicle's pitch center and the wheel center; and to adjust the vehicle's drive torque based on the compensation pitch moment and the anti-pitch angle.

[0140] In some embodiments, the anti-pitch angle includes: the front axle anti-pitch angle between the pitch center and the front wheel center and the rear axle anti-pitch angle between the pitch center and the rear wheel center; the adjustment module 404 is specifically used to: determine the front axle anti-pitch torque based on the vehicle's total driving torque and the front axle anti-pitch angle; determine the rear axle anti-pitch torque based on the vehicle's total driving torque and the rear axle anti-pitch angle; and adjust the vehicle's driving torque based on the compensating pitch torque, the front axle anti-pitch torque, and the rear axle anti-pitch torque.

[0141] In some embodiments, the adjustment module 404 is specifically used to: obtain the current torque distribution ratio of the vehicle; determine the compensation torque distribution ratio based on the compensation pitch moment, the front axle anti-pitch moment, the rear axle anti-pitch moment and the current torque distribution ratio; and adjust the driving torque of the vehicle based on the compensation torque distribution ratio.

[0142] In some embodiments, the current torque distribution ratio includes: the front axle torque distribution ratio and the rear axle torque distribution ratio; the adjustment module 404 is specifically used to multiply the front axle anti-pitch moment by the front axle torque distribution ratio to obtain a first torque; multiply the rear axle anti-pitch moment by the rear axle torque distribution ratio to obtain a second torque; and determine the compensation torque distribution ratio based on the first torque, the second torque and the compensation pitch moment.

[0143] In some embodiments, the adjustment module 404 is specifically used to adjust the current torque distribution ratio with the goal that the sum of the first torque and the second torque equals the compensating pitch torque; and to determine the adjustment amount of the current torque distribution ratio when the sum of the first torque and the second torque equals the compensating pitch torque as the compensating torque distribution ratio.

[0144] In some embodiments, the adjustment module 404 is specifically used to adjust the current torque distribution ratio based on the compensation torque distribution ratio to obtain the adjusted torque distribution ratio; and to determine the target front axle drive torque and the target rear axle drive torque of the vehicle based on the adjusted torque distribution ratio.

[0145] In some embodiments, the first determining module 402 is specifically configured to: acquire the current longitudinal acceleration of the vehicle measured by the sensor; calculate the longitudinal acceleration difference between the reference longitudinal acceleration and the current longitudinal acceleration; and determine the pitch angle deviation based on the longitudinal acceleration difference.

[0146] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0147] For example, such as Figure 5 As shown, the vehicle 500 includes a memory 501 and a processor 502. The memory 501 stores executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a vehicle control method.

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

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

[0150] When each functional module is divided according to its corresponding function, the device may further include an acquisition module, a first determination module, a second determination module, and an adjustment module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced to the functional descriptions of the corresponding functional modules, and will not be repeated here.

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

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

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

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

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

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

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

[0158] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0159] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

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

Claims

1. A method for controlling a vehicle, characterized in that, The method includes: The reference vehicle speed is obtained, and a reference longitudinal acceleration is determined based on the reference vehicle speed; the reference vehicle speed is the actual vehicle speed relative to the ground. Based on the reference longitudinal acceleration, determine the pitch angle deviation between the vehicle's current pitch angle and the theoretical pitch angle; Based on the pitch angle deviation, determine the compensating pitch moment; The vehicle's drive torque is adjusted based on the compensated pitch moment to reduce the vehicle's pitch angle deviation.

2. The method according to claim 1, characterized in that, The adjustment of the vehicle's drive torque based on the compensated pitch moment includes: Obtain the anti-pitch angle between the pitch center of the vehicle and the wheel center; The driving torque of the vehicle is adjusted based on the compensated pitch moment and the anti-pitch angle.

3. The method according to claim 2, characterized in that, The pitch resistance angle includes: the front axle pitch resistance angle between the pitch center and the front wheel center, and the rear axle pitch resistance angle between the pitch center and the rear wheel center; The adjustment of the vehicle's drive torque based on the compensated pitch moment and the anti-pitch angle includes: The front axle anti-pitch moment is determined based on the total driving torque of the vehicle and the front axle anti-pitch angle. The rear axle anti-pitch moment is determined based on the vehicle's total drive torque and the rear axle anti-pitch angle. The driving torque of the vehicle is adjusted based on the compensated pitch moment, the front axle anti-pitch moment, and the rear axle anti-pitch moment.

4. The method according to claim 3, characterized in that, The adjustment of the vehicle's drive torque based on the compensated pitch moment, the front axle anti-pitch moment, and the rear axle anti-pitch moment includes: Obtain the current torque distribution ratio of the vehicle; Based on the compensated pitch moment, the front axle anti-pitch moment, the rear axle anti-pitch moment, and the current torque distribution ratio, the compensated torque distribution ratio is determined; The driving torque of the vehicle is adjusted based on the compensation torque distribution ratio.

5. The method according to claim 4, characterized in that, The current torque distribution ratio includes: the front axle torque distribution ratio and the rear axle torque distribution ratio; The determination of the compensation torque distribution ratio based on the compensation pitch moment, the front axle anti-pitch moment, the rear axle anti-pitch moment, and the current torque distribution ratio includes: Multiply the front axle anti-pitch moment by the front axle torque distribution ratio to obtain the first torque; Multiply the rear axle anti-pitch moment by the rear axle torque distribution ratio to obtain the second torque; The compensation torque distribution ratio is determined based on the first torque, the second torque, and the compensation pitch torque.

6. The method according to claim 5, characterized in that, Determining the compensation torque distribution ratio based on the first torque, the second torque, and the compensation pitch torque includes: The current torque distribution ratio is adjusted with the goal of the sum of the first torque and the second torque being equal to the compensated pitch torque. When the sum of the first torque and the second torque equals the compensated pitch torque, the adjustment amount of the current torque distribution ratio is determined as the compensated torque distribution ratio.

7. The method according to claim 4, characterized in that, Adjusting the vehicle's drive torque based on the compensated torque distribution ratio includes: Based on the compensation torque distribution ratio, the current torque distribution ratio is adjusted to obtain the adjusted torque distribution ratio; Based on the adjusted torque distribution ratio, the target front axle drive torque and the target rear axle drive torque of the vehicle are determined.

8. The method according to any one of claims 1 to 7, characterized in that, The determination of the pitch angle deviation between the current pitch angle and the theoretical pitch angle of the vehicle based on the reference longitudinal acceleration includes: Acquire the current longitudinal acceleration of the vehicle as measured by the sensors; Calculate the longitudinal acceleration difference between the reference longitudinal acceleration and the current longitudinal acceleration; The pitch angle deviation is determined based on the longitudinal acceleration difference.

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

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

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