A vehicle control method and related apparatus

Abstract

The application discloses a vehicle control method and related device, and relates to the field of vehicle control, and comprises the following steps: obtaining a rear wheel mass center side slip angle control quantity based on a vehicle front wheel transmission ratio target value and first vehicle state information, controlling a vehicle mass center side slip angle based on the rear wheel mass center side slip angle control quantity, obtaining an actual vehicle yaw gain based on the rear wheel mass center side slip angle control quantity, the vehicle front wheel transmission ratio target value and second vehicle state information, obtaining a front wheel yaw gain control quantity based on the actual vehicle yaw gain, the vehicle front wheel transmission ratio target value and a target vehicle yaw gain, and controlling a vehicle yaw gain based on the front wheel yaw gain control quantity. The application cooperatively controls the rear wheel mass center side slip angle control quantity and the front wheel yaw gain control quantity, independently adjusts the vehicle mass center side slip angle and the vehicle yaw gain based on vehicle state information, and the two do not produce coupling, so that the vehicle yaw gain and the vehicle mass center side slip angle can reach the optimal state simultaneously.

Description

Technical Field

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

[0002] Vehicle yaw gain and vehicle center of gravity sideslip angle are key performance indicators for evaluating vehicle handling stability. Currently, steer-by-wire four-wheel steering vehicles equipped with both SBW (Steer by Wire) and RWS (Rear Wheel Steer) can simultaneously adjust vehicle yaw gain and vehicle center of gravity sideslip angle to improve vehicle driving stability and handling performance.

[0003] However, in the existing scheme, the two performance indicators of vehicle yaw gain and vehicle center of gravity sideslip angle are coupled and cannot be adjusted independently. That is, changing one of the performance indicators of vehicle yaw gain and vehicle center of gravity sideslip angle will inevitably change the other performance indicator, resulting in the vehicle yaw gain and vehicle center of gravity sideslip angle not being able to reach the optimal at the same time. Summary of the Invention

[0004] In view of the above problems, this application provides a vehicle control method and related apparatus to achieve independent adjustment of the vehicle's sideslip angle and yaw gain based on vehicle state information, and the vehicle yaw gain and vehicle sideslip angle are not coupled, thereby achieving the goal of simultaneously optimizing the vehicle yaw gain and vehicle sideslip angle under different vehicle state information. The specific solution is as follows:

[0005] A vehicle control method, comprising:

[0006] The rear wheel center of gravity sideslip angle control quantity is obtained based on the target value of the front wheel transmission ratio and the first vehicle state information, and the vehicle center of gravity sideslip angle is controlled based on the rear wheel center of gravity sideslip angle control quantity.

[0007] The actual vehicle yaw gain is obtained based on the rear wheel center of gravity sideslip angle control value, the target value of the vehicle front wheel transmission ratio, and the second vehicle state information.

[0008] The front wheel yaw gain control amount is obtained based on the actual vehicle yaw gain, the target value of the vehicle front wheel transmission ratio, and the preset target vehicle yaw gain, and the vehicle yaw gain is controlled based on the front wheel yaw gain control amount.

[0009] Optionally, obtaining the rear wheel center of gravity sideslip angle control value based on the target value of the vehicle's front wheel transmission ratio and the first vehicle state information includes:

[0010] The target value of the front wheel transmission ratio and the first vehicle state information are processed using a proportional control method to obtain the control amount of the rear wheel center of gravity sideslip angle.

[0011] Optionally, the step of processing the target value of the front wheel transmission ratio and the first vehicle state information using a proportional control method to obtain the control amount of the rear wheel center of gravity sideslip angle includes:

[0012] The target value of the front wheel transmission ratio and the vehicle speed in the first vehicle state information are processed using the rear wheel proportional control function, and combined with the target value of the front wheel transmission ratio, the control amount of the rear wheel center of gravity sideslip angle is obtained.

[0013] Optionally, obtaining the rear wheel center of gravity sideslip angle control value based on the target value of the vehicle's front wheel transmission ratio and the first vehicle state information includes:

[0014] If the target value of the front wheel transmission ratio of the vehicle is the target angle of the front wheel transmission ratio, the target angle of the rear wheel steering is obtained based on the target angle of the front wheel transmission ratio and the first vehicle state information, and the target angle of the rear wheel steering is determined as the control amount of the rear wheel center of gravity sideslip angle;

[0015] If the target value of the vehicle's front wheel transmission ratio is the front wheel rack displacement, the rear wheel rack displacement is obtained based on the front wheel rack displacement and the first vehicle state information, and the rear wheel rack displacement is determined as the rear wheel center of gravity sideslip angle control amount.

[0016] Optionally, obtaining the actual vehicle yaw gain based on the rear wheel center of gravity sideslip angle control value, the target value of the vehicle's front wheel transmission ratio, and the second vehicle state information includes:

[0017] The target steering angle of the rear wheel is determined based on the rear wheel center of gravity sideslip angle control value.

[0018] The target angle of the front wheel transmission ratio is determined based on the target value of the vehicle's front wheel transmission ratio.

[0019] The actual vehicle yaw gain is obtained based on the target rear wheel steering angle, the target front wheel transmission ratio angle, and the vehicle speed in the second vehicle state information.

[0020] Optionally, obtaining the front wheel yaw gain control amount based on the actual vehicle yaw gain, the target value of the vehicle's front wheel transmission ratio, and the preset target vehicle yaw gain includes:

[0021] The actual vehicle yaw gain, the target value of the vehicle's front wheel transmission ratio, and the target vehicle yaw gain are processed using a proportional compensation method to obtain the front wheel yaw gain control quantity.

[0022] Optionally, the step of processing the actual vehicle yaw gain, the target value of the vehicle's front wheel transmission ratio, and the target vehicle yaw gain using a proportional compensation method to obtain the front wheel yaw gain control quantity includes:

[0023] Calculate the gain ratio between the target vehicle yaw gain and the actual vehicle yaw gain;

[0024] The product of the gain ratio and the target value of the vehicle's front wheel transmission ratio is determined as the front wheel yaw gain control amount.

[0025] Optionally, determining the product of the gain ratio and the target value of the vehicle's front wheel transmission ratio as the front wheel yaw gain control amount includes:

[0026] If the target value of the vehicle's front wheel transmission ratio is the target angle of the front wheel transmission ratio, the product of the gain ratio and the target angle of the front wheel transmission ratio is determined as the front wheel yaw gain control amount;

[0027] If the target value of the vehicle's front wheel transmission ratio is the front wheel rack displacement, the front wheel rack displacement is converted into the target angle of the front wheel transmission ratio, and the product of the gain ratio and the target angle of the front wheel transmission ratio is determined as the front wheel yaw gain control amount.

[0028] A vehicle control device, comprising:

[0029] The center of gravity sideslip angle control unit is used to obtain the rear wheel center of gravity sideslip angle control amount based on the target value of the front wheel transmission ratio and the first vehicle state information, and to control the vehicle center of gravity sideslip angle based on the rear wheel center of gravity sideslip angle control amount.

[0030] The yaw gain calculation unit is used to obtain the actual vehicle yaw gain based on the rear wheel center of gravity sideslip angle control amount, the target value of the vehicle front wheel transmission ratio, and the second vehicle state information.

[0031] The yaw gain control unit is used to obtain the front wheel yaw gain control amount based on the actual vehicle yaw gain, the target value of the vehicle front wheel transmission ratio and the preset target vehicle yaw gain, and to control the vehicle yaw gain based on the front wheel yaw gain control amount.

[0032] A computer program product includes computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the vehicle control method described above.

[0033] An electronic device includes at least one processor and a memory connected to the processor, wherein:

[0034] The memory is used to store computer programs;

[0035] The processor is used to execute the computer program so that the electronic device can implement the vehicle control method described above.

[0036] A computer storage medium carrying one or more computer programs, which, when executed by an electronic device, enable the electronic device to implement the vehicle control method described above.

[0037] As can be seen from the above technical solution, the vehicle control method and related device provided in this application obtain a rear wheel sideslip angle control quantity based on the target value of the front wheel transmission ratio and the first vehicle state information, and control the vehicle's sideslip angle based on the rear wheel sideslip angle control quantity. Based on the rear wheel sideslip angle control quantity, the target value of the front wheel transmission ratio, and the second vehicle state information, the actual vehicle yaw gain is obtained. Based on the actual vehicle yaw gain, the target value of the front wheel transmission ratio, and the target vehicle yaw gain, a front wheel yaw gain control quantity is obtained, and the vehicle yaw gain is controlled based on the front wheel yaw gain control quantity. This application achieves independent adjustment of the vehicle sideslip angle and vehicle yaw gain based on vehicle state information by coordinating the control of the rear wheel sideslip angle and the front wheel yaw gain, and the vehicle yaw gain and vehicle sideslip angle are not coupled, thus enabling the vehicle yaw gain and vehicle sideslip angle to simultaneously reach their optimal values ​​under different vehicle state information. Attached Figure Description

[0038] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0039] Figure 1 A schematic diagram of a system architecture is provided for this application;

[0040] Figure 2 A schematic diagram of an optional hardware structure for a terminal provided in this application;

[0041] Figure 3 A schematic diagram of the structure of a server provided in this application;

[0042] Figure 4 A schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0043] Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application;

[0044] Figure 6 This is a schematic diagram illustrating the working principle of a vehicle control device provided in an embodiment of this application;

[0045] Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0046] The embodiments of this application are described below with reference to the accompanying drawings. The terminology used in the implementation section of this application is for explaining specific embodiments only and is not intended to limit the scope of this application.

[0047] The embodiments of this application will now be described with reference to the accompanying drawings. Those skilled in the art will recognize that, with technological advancements and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are equally applicable to similar technical problems.

[0048] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0049] See Figure 1 , Figure 1 A schematic diagram of a system architecture is shown. The system may include a terminal 100 and a server 200. The server 200 may include one or more servers (…). Figure 1 (The example includes a server), and the server 200 can provide the method provided in the embodiments of this application to one or more terminals.

[0050] The terminal 100 may have a third-party system application installed on it. The application and webpage can provide an interface. The terminal 100 can receive relevant parameters input by the user on the interface and send the parameters to the server 200. The server 200 can obtain the processing result based on the received parameters and return the processing result to the terminal 100.

[0051] It should be understood that in some optional implementations, the terminal 100 can also complete the action of obtaining the processing result based on the received parameters on its own, without the need for the server to cooperate. This application embodiment is not limited to this.

[0052] The following description Figure 1The product form of the mid-terminal 100;

[0053] In this application embodiment, the terminal 100 can be a vehicle-mounted device, etc., and this application embodiment does not impose any restrictions on it.

[0054] Figure 2 A schematic diagram of an optional hardware structure for terminal 100 is shown.

[0055] refer to Figure 2 As shown, the terminal 100 may include a radio frequency unit 110, a memory 120, an input unit 130, a display unit 140, a camera 150 (optional), an audio circuit 160 (optional), a speaker 161 (optional), a microphone 162 (optional), a headphone jack 163 (optional), a processor 170, an external interface 180, a power supply 190, and other components. Those skilled in the art will understand that... Figure 2 These are merely examples of terminals or multi-functional devices and do not constitute a limitation on terminals or multi-functional devices. They may include more or fewer components than shown in the illustration, or combine certain components, or use different components.

[0056] The input unit 130 can be used to receive input numerical or character information, and to generate key signal inputs related to user settings and function control of the portable multi-functional device. Specifically, the input unit 130 may include a touchscreen 131 (optional) and / or other input devices 132. The touchscreen 131 can collect touch operations performed by the user on or near it (such as operations performed by the user using fingers, knuckles, styluses, or any suitable object on or near the touchscreen), and drive the corresponding connection devices according to a pre-set program. The touchscreen can detect the user's touch actions, convert the touch actions into touch signals and send them to the processor 170, and can receive and execute commands sent by the processor 170; the touch signal includes at least touch point coordinate information. The touchscreen 131 can provide an input interface and an output interface between the terminal 100 and the user. In addition, various types of touchscreens, such as resistive, capacitive, infrared, and surface acoustic wave, can be used to implement the touchscreen. Besides the touchscreen 131, the input unit 130 may also include other input devices. Specifically, other input devices 132 may include, but are not limited to, one or more of the following: physical keyboard, function keys (such as volume control buttons, power buttons, etc.), trackball, mouse, joystick, etc.

[0057] Among them, the input device 132 can receive input data, etc.

[0058] The display unit 140 can be used to display information input by the user or information provided to the user, various menus of the terminal 100, interactive interfaces, file display, and / or playback of any multimedia file.

[0059] The memory 120 can be used to store instructions and data. The memory 120 may primarily include an instruction storage area and a data storage area. The data storage area can store various types of data, such as multimedia files and text. The instruction storage area can store software units such as operating systems, applications, and instructions required for at least one function, or subsets or extended sets thereof. It may also include non-volatile random access memory. It provides the processor 170 with hardware, software, and data resources for managing the computing device, supporting control software and applications. It is also used for storing multimedia files, as well as storing running programs and applications.

[0060] The processor 170 is the control center of the terminal 100. It connects various parts of the terminal 100 via various interfaces and lines. By running or executing instructions stored in the memory 120 and calling data stored in the memory 120, it performs various functions and processes data of the terminal 100, thereby controlling the terminal device as a whole. Optionally, the processor 170 may include one or more processing units; preferably, the processor 170 may integrate an application processor and a modem processor, wherein the application processor mainly handles the operating system, user interface, and applications, and the modem processor mainly handles wireless communication. It is understood that the modem processor may not be integrated into the processor 170. In some embodiments, the processor and memory can be implemented on a single chip; in some embodiments, they can also be implemented separately on independent chips. The processor 170 can also be used to generate corresponding operation control signals, send them to the corresponding components of the computing processing device, read and process data in the software, especially read and process data and programs in the memory 120, so that the various functional modules therein perform corresponding functions, thereby controlling the corresponding components to act according to the instructions.

[0061] The memory 120 can be used to store software code related to the vehicle control method, and the processor 170 can execute the steps of the vehicle control method and can also schedule other units (such as the above-mentioned input unit 130 and display unit 140) to achieve the corresponding functions.

[0062] The radio frequency unit 110 (optional) can be used for receiving and transmitting signals during information transmission or calls. For example, it can receive downlink information from the base station and process it for the processor 170; additionally, it can transmit uplink data to the base station. Typically, the RF circuit includes, but is not limited to, an antenna, at least one amplifier, a transceiver, a coupler, a low-noise amplifier (LNA), a duplexer, etc. Furthermore, the radio frequency unit 110 can also communicate wirelessly with network devices and other devices. This wireless communication can use any communication standard or protocol, including but not limited to Global System for Mobile Communication (GSM), General Packet Radio Service (GPRS), Code Division Multiple Access (CDMA), Wideband Code Division Multiple Access (WCDMA), Long Term Evolution (LTE), email, Short Messaging Service (SMS), etc.

[0063] In this embodiment of the application, the radio frequency unit 110 can send data to the server 200 and receive the processing results sent by the server 200.

[0064] It should be understood that the radio frequency unit 110 is optional and can be replaced with other communication interfaces, such as a network port.

[0065] The terminal 100 also includes a power supply 190 (such as a battery) that supplies power to various components. Preferably, the power supply can be logically connected to the processor 170 through a power management system, thereby enabling functions such as charging, discharging, and power consumption management through the power management system.

[0066] Terminal 100 also includes an external interface 180, which can be a standard Micro USB interface or a multi-pin connector, which can be used to connect terminal 100 to other devices for communication or to connect a charger to charge terminal 100.

[0067] Although not shown, terminal 100 may also include a flash, a Wireless Fidelity (WiFi) module, a Bluetooth module, sensors with various functions, etc., which will not be described in detail here. Some or all of the methods described below can be applied to, for example... Figure 2 In the terminal 100 shown.

[0068] The following description Figure 1 The product form of the mid-range server 200;

[0069] Figure 3 A structural diagram of a server 200 is provided, as follows: Figure 3 As shown, server 200 includes bus 201, processor 202, communication interface 203, and memory 204. Processor 202, memory 204, and communication interface 203 communicate with each other via bus 201.

[0070] Bus 201 can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 3 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0071] The processor 202 can be any one or more of the following processors: a central processing unit (CPU), a graphics processing unit (GPU), a microprocessor (MP), or a digital signal processor (DSP).

[0072] Memory 204 may include volatile memory, such as random access memory (RAM). Memory 204 may also include non-volatile memory, such as read-only memory (ROM), flash memory, hard disk drive (HDD), or solid state drive (SSD).

[0073] The memory 204 can be used to store software code related to the vehicle control method, and the processor 202 can execute the steps of the vehicle control method of the chip, and can also schedule other units to achieve the corresponding functions.

[0074] It should be understood that the aforementioned terminal 100 and server 200 can be centralized or distributed devices. The processors (e.g., processor 170 and processor 202) in the aforementioned terminal 100 and server 200 can be hardware circuits (such as application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), general-purpose processors, DSPs, microprocessors, or microcontrollers, etc.) or combinations of these hardware circuits. For example, the processor can be a hardware system with instruction execution capabilities, such as a CPU or DSP, or a hardware system without instruction execution capabilities, such as an ASIC or FPGA, or a combination of the aforementioned hardware systems without instruction execution capabilities and hardware systems with instruction execution capabilities.

[0075] This application provides a vehicle control method, which can be applied to... Figure 1 Taking the computer device in the figure as an example, the computer device can specifically be the terminal 100 in the figure above, or a system composed of terminal 100 and server 200. The vehicle control method of the present application embodiment will be described in detail below with reference to the accompanying drawings.

[0076] Reference Figure 4 , Figure 4 This is a flowchart illustrating a vehicle control method provided in an embodiment of this application. The method includes:

[0077] Step S401: Based on the target value of the front wheel transmission ratio and the first vehicle state information, obtain the rear wheel center of gravity sideslip angle control amount, and control the vehicle center of gravity sideslip angle based on the rear wheel center of gravity sideslip angle control amount.

[0078] In this application, the target value of the front wheel transmission ratio of the vehicle is calculated by SBW (Steerby Wire) based on the steering wheel angle and vehicle speed.

[0079] In practical applications, the target value of the vehicle's front wheel transmission ratio can be either the target angle of the front wheel transmission ratio or the displacement of the front wheel rack, depending on the software interface definition used in the application.

[0080] The formula for calculating the target angle of the front wheel transmission ratio is as follows:

[0081] ;

[0082] In the formula, Indicates the target angle for the front wheel transmission ratio. This function represents the relationship between the steering wheel angle, vehicle speed, and the target angle of the front wheel transmission ratio. In other words, it expresses the relationship between these parameters as a single function, which can be customized according to the specific application scenario. This indicates the steering wheel angle input by the driver. Indicates vehicle speed.

[0083] Front wheel rack displacement refers to the linear displacement of the rack in a front wheel steering system relative to its initial position when not steering during steering. This displacement is typically generated by the steering mechanism (such as a steering wheel or steering motor) through the meshing of gears and rack to achieve the vehicle's steering action.

[0084] The expression for the front wheel rack displacement is as follows:

[0085] ;

[0086] In the formula, Indicates the displacement of the front wheel rack. This represents the target rack displacement of the front wheel corresponding to the target angle of the unit front wheel transmission ratio, in mm / deg.

[0087] In practical applications, the rear wheel center of gravity sideslip angle control amount can be the target angle of rear wheel steering or the displacement of the rear wheel rack, which depends on the target value of the vehicle's front wheel transmission ratio.

[0088] If the target value of the vehicle's front wheel transmission ratio is the target angle of the front wheel transmission ratio, the corresponding control amount of the rear wheel center of gravity sideslip angle is the target angle of the rear wheel steering. That is, if the target value of the vehicle's front wheel transmission ratio is the target angle of the front wheel transmission ratio, the target angle of the rear wheel steering is obtained based on the target angle of the front wheel transmission ratio and the first vehicle state information, and the target angle of the rear wheel steering is determined as the control amount of the rear wheel center of gravity sideslip angle.

[0089] If the target value of the vehicle's front wheel transmission ratio is the front wheel rack displacement, the corresponding rear wheel center of gravity sideslip angle control amount is the rear wheel rack displacement. That is, if the target value of the vehicle's front wheel transmission ratio is the front wheel rack displacement, the rear wheel rack displacement is obtained based on the front wheel rack displacement and the first vehicle state information, and the rear wheel rack displacement is determined as the rear wheel center of gravity sideslip angle control amount.

[0090] The first vehicle status information in this application includes, but is not limited to, vehicle speed, acceleration, etc., depending on actual needs, and is not limited in this application.

[0091] In practical applications, by sending the rear wheel sideslip angle control value to the vehicle's rear wheel steering system to perform corresponding operations, the vehicle's sideslip angle can be controlled, thereby enabling the vehicle's sideslip angle to reach its optimal value.

[0092] Step S402: Based on the rear wheel center of gravity sideslip angle control value, the target value of the vehicle front wheel transmission ratio, and the second vehicle state information, obtain the actual vehicle yaw gain.

[0093] The second vehicle status information includes, but is not limited to, vehicle speed and acceleration.

[0094] In this application, the status information of the first vehicle and the status information of the second vehicle may be the same or different, depending on the actual needs, and this application does not impose any restrictions here.

[0095] Step S403: Based on the actual vehicle yaw gain, the target value of the vehicle front wheel transmission ratio, and the preset target vehicle yaw gain, obtain the front wheel yaw gain control amount, and control the vehicle yaw gain based on the front wheel yaw gain control amount.

[0096] The target vehicle yaw gain can be flexibly configured based on the vehicle speed in the second vehicle status information and the target angle of the front wheel transmission ratio corresponding to the target value of the vehicle's front wheel transmission ratio.

[0097] The expression for the yaw gain of the target vehicle is as follows:

[0098] ;

[0099] In the formula, This represents the yaw gain of the target vehicle. This represents the target yaw gain function, which is the yaw gain of the target vehicle. With vehicle speed The target angle is compared with the rotation of the front wheels. The functional relationship.

[0100] Among them, when the target vehicle yaw gain Greater than the actual vehicle yaw gain When the target vehicle yaw gain is increased, the yaw gain will increase; conversely, when the target vehicle yaw gain is increased... Less than the actual vehicle yaw gain When this happens, the vehicle yaw gain will decrease, thus achieving direct control over the vehicle yaw gain.

[0101] In practical applications, the obtained front wheel yaw gain control quantity can be sent to the steer-by-wire system set in the front wheel steering system of the vehicle to perform corresponding operations, thereby realizing direct control of the vehicle yaw gain and thus enabling the vehicle yaw gain to reach the optimal level.

[0102] In a vehicle with steer-by-wire four-wheel steering, the front wheels are steered via a front-wheel steering system, and the rear wheels are steered via a rear-wheel steering system. The front-wheel steering system also includes a steer-by-wire system, which eliminates the mechanical connection between the steering wheel and the steering wheels, connecting them solely through electrical wires. This system relies entirely on electrical signals to transmit control commands, thus achieving indirect physical torque transmission between the driver and the steering mechanism. When the driver inputs steering commands through the steering wheel, the system receives these commands and uses electronic signals to drive the steering actuators to perform the corresponding actions, thereby steering the vehicle.

[0103] After obtaining the front wheel yaw gain control amount, this application sends the front wheel yaw gain control amount as the yaw gain compensation amount to the steer-by-wire system. After receiving the front wheel yaw gain control amount, the steer-by-wire system controls the steering motor to perform steering operation according to the front wheel yaw gain control amount. At this time, the steering motor compensates for the actual vehicle yaw gain by adjusting the wheel angle, so that the vehicle reaches the target vehicle yaw gain.

[0104] In summary, this application discloses a vehicle control method. It obtains a rear wheel sideslip angle control quantity based on a target value for the front wheel transmission ratio and first vehicle state information, and controls the vehicle's sideslip angle based on this control quantity. It also obtains the actual vehicle yaw gain based on the rear wheel sideslip angle control quantity, the target value for the front wheel transmission ratio, and the second vehicle state information. Finally, it obtains a front wheel yaw gain control quantity based on the actual yaw gain, the target value for the front wheel transmission ratio, and the target vehicle yaw gain, and controls the vehicle yaw gain based on this control quantity. This application achieves independent adjustment of the vehicle's sideslip angle and yaw gain based on vehicle state information by coordinating the control of the rear wheel sideslip angle and the front wheel yaw gain, without coupling the yaw gain and sideslip angle. This allows both the vehicle yaw gain and sideslip angle to simultaneously reach their optimal values ​​under different vehicle state information.

[0105] In one embodiment, step S401 may specifically include:

[0106] The target value of the front wheel transmission ratio and the first vehicle state information are processed using a proportional control method to obtain the control value of the rear wheel center of gravity sideslip angle.

[0107] Specifically, the target value of the front wheel transmission ratio and the vehicle speed in the first vehicle state information are processed using a rear wheel proportional control function, and combined with the target value of the front wheel transmission ratio, the control amount of the rear wheel center of gravity sideslip angle is obtained.

[0108] In practical applications, the rear wheel center of gravity sideslip angle control quantity can be the rear wheel steering target angle or the rear wheel rack displacement. Therefore, the vehicle center of gravity sideslip angle can be controlled by the rear wheel steering target angle or by the rear wheel rack displacement.

[0109] (1) When the rear wheel steering target angle is used to control the vehicle's center of gravity sideslip angle, the calculation formula for the rear wheel steering target angle is as follows:

[0110] ;

[0111] In the formula, This indicates the target angle for rear wheel steering; the rear wheel center of gravity sideslip angle control amount is equal to... .for example When the value is 1 deg, the corresponding vehicle center of gravity sideslip angle will increase by 1 deg; When the value is -1 deg, the corresponding vehicle center of gravity sideslip angle will decrease by 1 deg.

[0112] This represents the rear wheel proportional control function, characterizing the target steering angle of the rear wheels. Target angle relative to front wheel transmission ratio and vehicle speed The functional relationships can be customized according to the use case.

[0113] (2) When the rear wheel rack displacement is used to control the vehicle's center of gravity sideslip angle, the rear wheel steering target angle needs to be calculated first using the formula for calculating the rear wheel steering target angle, and then the rear wheel steering target angle is converted into the rear wheel rack displacement.

[0114] The formula for calculating the displacement of the rear wheel rack is as follows:

[0115] ;

[0116] In the formula, Indicates the displacement of the rear wheel rack. Indicates the target angle for rear wheel steering. This represents the rear wheel rack displacement corresponding to a unit rear wheel steering target angle, in mm / deg.

[0117] In one embodiment, step S402 may specifically include:

[0118] The target steering angle of the rear wheels is determined based on the control amount of the rear wheel center of gravity sideslip angle.

[0119] Determine the target angle of the front wheel transmission ratio based on the target value of the vehicle's front wheel transmission ratio;

[0120] The actual vehicle yaw gain is obtained based on the target rear wheel steering angle, the target front wheel transmission ratio angle, and the vehicle speed in the second vehicle state information.

[0121] The rear wheel sideslip angle control quantity can be either the target rear wheel steering angle or the rear wheel rack displacement. When determining the target rear wheel steering angle based on the rear wheel sideslip angle control quantity, first determine whether the rear wheel sideslip angle control quantity is the target rear wheel steering angle or the rear wheel rack displacement. If the rear wheel sideslip angle control quantity is the target rear wheel steering angle, no calculation is needed, and the rear wheel sideslip angle control quantity can be directly used as the target rear wheel steering angle. If the rear wheel sideslip angle control quantity is the rear wheel rack displacement, the rear wheel rack displacement needs to be converted into the target rear wheel steering angle. The conversion process can be found in the calculation formula for the rear wheel rack displacement mentioned above.

[0122] The target value of the vehicle's front wheel transmission ratio can be either the target angle of the front wheel transmission ratio or the displacement of the front wheel rack. When determining the target angle of the front wheel transmission ratio based on the target value of the vehicle's front wheel transmission ratio, first determine whether the target value of the vehicle's front wheel transmission ratio is the target angle of the front wheel transmission ratio or the displacement of the front wheel rack. If the target value of the vehicle's front wheel transmission ratio is the target angle of the front wheel transmission ratio, no calculation is required, and the target value of the vehicle's front wheel transmission ratio can be directly used as the target angle of the front wheel transmission ratio. If the target value of the vehicle's front wheel transmission ratio is the displacement of the front wheel rack, it is necessary to convert the displacement of the front wheel rack into the target angle of the front wheel transmission ratio. The conversion process can be found in the expression for the displacement of the front wheel rack mentioned above.

[0123] Specifically, the target angle of rear wheel steering, the target angle of front wheel transmission ratio, and the vehicle speed from the second vehicle state information can be substituted into the actual vehicle yaw gain calculation formula to obtain the actual vehicle yaw gain.

[0124] The expression for the yaw gain of an actual vehicle is as follows:

[0125] ;

[0126] ;

[0127] In the formula, This represents the actual vehicle yaw gain. This represents the vehicle stability coefficient. Indicates vehicle speed. Indicates the vehicle's wheelbase. Indicates the target angle for rear wheel steering. Indicates the target angle for the front wheel transmission ratio. The distance between the vehicle's center of gravity and the center of the front wheels. The distance between the vehicle's center of gravity and the center of the rear wheel. For the front wheel lateral stiffness, This refers to the rear wheel lateral stiffness.

[0128] In one embodiment, step S403 may specifically include:

[0129] The actual vehicle yaw gain, the target value of the vehicle's front wheel transmission ratio, and the target vehicle yaw gain are processed using a proportional compensation method to obtain the front wheel yaw gain control quantity.

[0130] Specifically, firstly, the gain ratio of the target vehicle yaw gain to the actual vehicle yaw gain is calculated; then, the product of the gain ratio and the target value of the vehicle's front wheel transmission ratio is determined as the front wheel yaw gain control quantity.

[0131] The expression for the front wheel yaw gain control is as follows:

[0132] ;

[0133] In the formula, This indicates the front wheel yaw gain control amount. This represents the actual vehicle yaw gain. This represents the yaw gain of the target vehicle. This indicates the target angle for the front wheel transmission ratio.

[0134] The target value of the vehicle's front wheel transmission ratio can be either the target angle of the front wheel transmission ratio or the displacement of the front wheel rack. If the target value of the vehicle's front wheel transmission ratio is the displacement of the front wheel rack, the front wheel rack displacement must first be converted into the target angle of the front wheel transmission ratio before being substituted into the expression for the front wheel yaw gain control.

[0135] Based on this, the process of determining the product of the gain ratio and the target value of the vehicle's front wheel transmission ratio as the front wheel yaw gain control quantity can specifically include:

[0136] If the target value of the vehicle's front wheel transmission ratio is the target angle of the front wheel transmission ratio, the product of the gain ratio and the target angle of the front wheel transmission ratio is determined as the front wheel yaw gain control amount;

[0137] If the target value of the vehicle's front wheel transmission ratio is the front wheel rack displacement, the front wheel rack displacement is converted into the target angle of the front wheel transmission ratio, and the product of the gain ratio and the target angle of the front wheel transmission ratio is determined as the front wheel yaw gain control amount.

[0138] In summary, this application adopts a rear wheel proportional control function. Determine the rear wheel center-of-gravity sideslip angle control value, and control the vehicle's center-of-gravity sideslip angle based on the rear wheel center-of-gravity sideslip angle control value; based on the target yaw gain function. The target vehicle yaw gain is determined, and then the front wheel yaw gain control value is determined based on the actual vehicle yaw gain. This control value is then used to control the overall vehicle yaw gain. Since the actual vehicle yaw gain is determined by considering the target rear wheel steering angle, which can be determined based on the rear wheel sideslip angle control value, the rear wheel proportional control function can be used regardless of how it is set. Neither of these factors will affect the vehicle yaw gain; the vehicle yaw gain depends solely on the target yaw gain function. Therefore, this application allows for the separate setting of the rear wheel proportional control function. To control the vehicle's sideslip angle and set the target yaw gain function. This allows for the control of vehicle yaw gain, achieving decoupled control of vehicle center of gravity sideslip angle and vehicle yaw gain, and ensuring that vehicle yaw gain and vehicle center of gravity sideslip angle can simultaneously reach their optimal values ​​under different vehicle state information.

[0139] The above describes a vehicle control method provided by an embodiment of this application. The following describes an apparatus for performing the above vehicle control method.

[0140] Please see Figure 5 , Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application. Figure 5 As shown, the device includes:

[0141] The center of gravity sideslip angle control unit 501 is used to obtain the rear wheel center of gravity sideslip angle control quantity based on the target value of the front wheel transmission ratio and the first vehicle state information, and to control the vehicle center of gravity sideslip angle based on the rear wheel center of gravity sideslip angle control quantity.

[0142] In this application, the target value of the front wheel transmission ratio of the vehicle is calculated by SBW (Steerby Wire) based on the steering wheel angle and vehicle speed.

[0143] In practical applications, the target value of the vehicle's front wheel transmission ratio can be either the target angle of the front wheel transmission ratio or the displacement of the front wheel rack, depending on the software interface definition used in the application.

[0144] The first vehicle status information in this application includes, but is not limited to, vehicle speed, acceleration, etc., depending on actual needs, and is not limited in this application.

[0145] In practical applications, by sending the rear wheel sideslip angle control value to the vehicle's rear wheel steering system to perform corresponding operations, the vehicle's sideslip angle can be controlled, thereby enabling the vehicle's sideslip angle to reach its optimal value.

[0146] The yaw gain calculation unit 502 is used to obtain the actual vehicle yaw gain based on the rear wheel center of gravity sideslip angle control amount, the target value of the vehicle front wheel transmission ratio, and the second vehicle state information.

[0147] The second vehicle status information includes, but is not limited to, vehicle speed and lateral acceleration.

[0148] In this application, the status information of the first vehicle and the status information of the second vehicle may be the same or different, depending on the actual needs, and this application does not impose any restrictions here.

[0149] The yaw gain control unit 503 is used to obtain a front wheel yaw gain control amount based on the actual vehicle yaw gain, the target value of the vehicle front wheel transmission ratio, and a preset target vehicle yaw gain, and to control the vehicle yaw gain based on the front wheel yaw gain control amount.

[0150] The target vehicle yaw gain can be flexibly configured based on the vehicle speed in the second vehicle status information and the target angle of the front wheel transmission ratio corresponding to the target value of the vehicle's front wheel transmission ratio.

[0151] In practical applications, the obtained front wheel yaw gain control quantity can be sent to the steer-by-wire system set in the front wheel steering system of the vehicle to perform corresponding operations, thereby realizing direct control of the vehicle yaw gain and thus enabling the vehicle yaw gain to reach the optimal level.

[0152] In summary, this application discloses a vehicle control device that obtains a rear wheel sideslip angle control quantity based on a target value of the front wheel transmission ratio and first vehicle state information, and controls the vehicle's sideslip angle based on the rear wheel sideslip angle control quantity. It also obtains the actual vehicle yaw gain based on the rear wheel sideslip angle control quantity, the target value of the front wheel transmission ratio, and the second vehicle state information; obtains a front wheel yaw gain control quantity based on the actual vehicle yaw gain, the target value of the front wheel transmission ratio, and the target vehicle yaw gain; and controls the vehicle yaw gain based on the front wheel yaw gain control quantity. This application achieves independent adjustment of the vehicle sideslip angle and vehicle yaw gain based on vehicle state information by coordinating the control of the rear wheel sideslip angle and the front wheel yaw gain, without coupling the yaw gain and vehicle sideslip angle. This allows both the vehicle yaw gain and vehicle sideslip angle to simultaneously reach their optimal values ​​under different vehicle state information.

[0153] In one embodiment, the centroid sideslip angle control unit 501 can be specifically used for:

[0154] The target value of the front wheel transmission ratio and the first vehicle state information are processed using a proportional control method to obtain the control amount of the rear wheel center of gravity sideslip angle.

[0155] In one embodiment, the centroid sideslip angle control unit 501 can be specifically used for:

[0156] The target value of the front wheel transmission ratio and the vehicle speed in the first vehicle state information are processed using the rear wheel proportional control function, and combined with the target value of the front wheel transmission ratio, the control amount of the rear wheel center of gravity sideslip angle is obtained.

[0157] In one embodiment, the centroid sideslip angle control unit 501 can be specifically used for:

[0158] If the target value of the front wheel transmission ratio of the vehicle is the target angle of the front wheel transmission ratio, the target angle of the rear wheel steering is obtained based on the target angle of the front wheel transmission ratio and the first vehicle state information, and the target angle of the rear wheel steering is determined as the control amount of the rear wheel center of gravity sideslip angle;

[0159] If the target value of the vehicle's front wheel transmission ratio is the front wheel rack displacement, the rear wheel rack displacement is obtained based on the front wheel rack displacement and the first vehicle state information, and the rear wheel rack displacement is determined as the rear wheel center of gravity sideslip angle control amount.

[0160] In one embodiment, the yaw gain calculation unit 502 can be specifically used for:

[0161] The target steering angle of the rear wheel is determined based on the rear wheel center of gravity sideslip angle control value.

[0162] The target angle of the front wheel transmission ratio is determined based on the target value of the vehicle's front wheel transmission ratio.

[0163] The actual vehicle yaw gain is obtained by substituting the target rear wheel steering angle, the target front wheel transmission ratio angle, and the vehicle speed from the second vehicle state information into the actual vehicle yaw gain calculation formula.

[0164] In one embodiment, the yaw gain control unit 503 can be specifically used for:

[0165] The actual vehicle yaw gain, the target value of the vehicle's front wheel transmission ratio, and the target vehicle yaw gain are processed using a proportional compensation method to obtain the front wheel yaw gain control quantity.

[0166] In one embodiment, the yaw gain control unit 503 can be specifically used for:

[0167] Calculate the gain ratio between the target vehicle yaw gain and the actual vehicle yaw gain;

[0168] The product of the gain ratio and the target value of the vehicle's front wheel transmission ratio is determined as the front wheel yaw gain control amount.

[0169] In one embodiment, the yaw gain control unit 503 can be specifically used for:

[0170] If the target value of the vehicle's front wheel transmission ratio is the target angle of the front wheel transmission ratio, the product of the gain ratio and the target angle of the front wheel transmission ratio is determined as the front wheel yaw gain control amount;

[0171] If the target value of the vehicle's front wheel transmission ratio is the front wheel rack displacement, the front wheel rack displacement is converted into the target angle of the front wheel transmission ratio, and the product of the gain ratio and the target angle of the front wheel transmission ratio is determined as the front wheel yaw gain control amount.

[0172] Based on the above discussion, for a better understanding of the working principle of the vehicle control device, please refer to... Figure 6 This application provides a schematic diagram illustrating the working principle of a vehicle control device. Figure 6 The first and second vehicle status information are both based on vehicle speed.

[0173] The center of gravity sideslip angle control unit 501 obtains the rear wheel center of gravity sideslip angle control quantity based on the target value of the front wheel transmission ratio and the vehicle speed. The vehicle center of gravity sideslip angle can be controlled by the rear wheel center of gravity sideslip angle control quantity.

[0174] The yaw gain calculation unit 502 obtains the actual vehicle yaw gain based on the rear wheel steering target angle, the front wheel transmission ratio target angle, and the vehicle speed. The rear wheel steering target angle is determined based on the rear wheel center of gravity sideslip angle control amount, and the front wheel transmission ratio target angle is determined based on the vehicle's front wheel transmission ratio target value.

[0175] The yaw gain control unit 503 obtains the front wheel yaw gain control quantity based on the actual vehicle yaw gain, the front wheel transmission ratio target angle, and the target vehicle yaw gain. The vehicle yaw gain can be controlled by the front wheel yaw gain control quantity.

[0176] It should be noted that for the specific working principles of each component in the device embodiment, please refer to the corresponding section of the method embodiment, which will not be repeated here.

[0177] This application also provides an electronic device in its embodiments. (See reference...) Figure 7 The diagram illustrates a structural schematic suitable for implementing the electronic device in the embodiments of this application. The electronic device in the embodiments of this application may include, but is not limited to, fixed terminals such as mobile phones, laptops, PDAs (Personal Digital Assistants), PADs (Portable Application Devices), desktop computers, etc. Figure 7 The electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0178] like Figure 7 As shown, the electronic device may include a processing unit (e.g., a central processing unit, a graphics processing unit, etc.) 601, which can perform various appropriate actions and processes according to a program stored in ROM 602 or a program loaded from storage device 608 into RAM 603. When the electronic device is powered on, RAM 603 also stores various programs and data required for the operation of the electronic device. The processing unit 601, ROM 602, and RAM 603 are interconnected via bus 604. Input / output (I / O) interface 605 is also connected to bus 604.

[0179] Typically, the following devices can be connected to I / O interface 605: input devices 606 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 607 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 608 including, for example, memory cards, hard drives, etc.; and communication devices 609. Communication device 609 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 7 Electronic devices with various devices are shown, but it should be understood that it is not required to implement or have all of the devices shown. More or fewer devices may be implemented or have alternatively.

[0180] This application also provides a computer program product including computer-readable instructions, which, when executed on an electronic device, cause the electronic device to implement any of the vehicle control methods provided in this application.

[0181] This application also provides a computer-readable storage medium carrying one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any of the vehicle control methods provided in this application.

[0182] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the device embodiment drawings provided in this application, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0183] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware, or it can be implemented by special-purpose hardware including application-specific integrated circuits, special-purpose CPUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for this application, software program implementation is more often the preferred implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, training equipment, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0184] In the above embodiments, the implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, in the form of a computer program product.

[0185] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, Digital Subscriber Line, DSL) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs (Digital Versatile Discs)), or semiconductor media (e.g., solid-state drives (SSDs)).

Claims

1. A vehicle control method, characterized in that, include: The rear wheel center of gravity sideslip angle control quantity is obtained based on the target value of the front wheel transmission ratio and the first vehicle state information, and the vehicle center of gravity sideslip angle is controlled based on the rear wheel center of gravity sideslip angle control quantity. The actual vehicle yaw gain is obtained based on the rear wheel center of gravity sideslip angle control value, the target value of the vehicle front wheel transmission ratio, and the second vehicle state information. The front wheel yaw gain control amount is obtained based on the actual vehicle yaw gain, the target value of the vehicle front wheel transmission ratio, and the preset target vehicle yaw gain, and the vehicle yaw gain is controlled based on the front wheel yaw gain control amount.

2. The vehicle control method according to claim 1, characterized in that, The process of obtaining the rear wheel center of gravity sideslip angle control value based on the target value of the front wheel transmission ratio and the first vehicle state information includes: The target value of the front wheel transmission ratio and the first vehicle state information are processed using a proportional control method to obtain the control amount of the rear wheel center of gravity sideslip angle.

3. The vehicle control method according to claim 2, characterized in that, The process of processing the target value of the front wheel transmission ratio and the first vehicle state information using a proportional control method to obtain the control value of the rear wheel center of gravity sideslip angle includes: The target value of the front wheel transmission ratio and the vehicle speed in the first vehicle state information are processed using the rear wheel proportional control function, and combined with the target value of the front wheel transmission ratio, the control amount of the rear wheel center of gravity sideslip angle is obtained.

4. The vehicle control method according to any one of claims 1 to 3, characterized in that, The process of obtaining the rear wheel center of gravity sideslip angle control value based on the target value of the front wheel transmission ratio and the first vehicle state information includes: If the target value of the front wheel transmission ratio of the vehicle is the target angle of the front wheel transmission ratio, the target angle of the rear wheel steering is obtained based on the target angle of the front wheel transmission ratio and the first vehicle state information, and the target angle of the rear wheel steering is determined as the control amount of the rear wheel center of gravity sideslip angle; If the target value of the vehicle's front wheel transmission ratio is the front wheel rack displacement, the rear wheel rack displacement is obtained based on the front wheel rack displacement and the first vehicle state information, and the rear wheel rack displacement is determined as the rear wheel center of gravity sideslip angle control amount.

5. The vehicle control method according to any one of claims 1 to 4, characterized in that, The process of obtaining the actual vehicle yaw gain based on the rear wheel center of gravity sideslip angle control value, the target value of the vehicle's front wheel transmission ratio, and the second vehicle state information includes: The target steering angle of the rear wheel is determined based on the rear wheel center of gravity sideslip angle control value. The target angle of the front wheel transmission ratio is determined based on the target value of the vehicle's front wheel transmission ratio. The actual vehicle yaw gain is obtained based on the target rear wheel steering angle, the target front wheel transmission ratio angle, and the vehicle speed in the second vehicle state information.

6. The vehicle control method according to any one of claims 1 to 5, characterized in that, The method of obtaining the front wheel yaw gain control quantity based on the actual vehicle yaw gain, the target value of the vehicle's front wheel transmission ratio, and the preset target vehicle yaw gain includes: The actual vehicle yaw gain, the target value of the vehicle's front wheel transmission ratio, and the target vehicle yaw gain are processed using a proportional compensation method to obtain the front wheel yaw gain control quantity.

7. The vehicle control method according to claim 6, characterized in that, The process of applying a proportional compensation method to the actual vehicle yaw gain, the target value of the vehicle's front wheel transmission ratio, and the target vehicle yaw gain to obtain the front wheel yaw gain control quantity includes: Calculate the gain ratio between the target vehicle yaw gain and the actual vehicle yaw gain; The product of the gain ratio and the target value of the vehicle's front wheel transmission ratio is determined as the front wheel yaw gain control amount.

8. The vehicle control method according to claim 7, characterized in that, The step of determining the product of the gain ratio and the target value of the vehicle's front wheel transmission ratio as the front wheel yaw gain control amount includes: If the target value of the vehicle's front wheel transmission ratio is the target angle of the front wheel transmission ratio, the product of the gain ratio and the target angle of the front wheel transmission ratio is determined as the front wheel yaw gain control amount; If the target value of the vehicle's front wheel transmission ratio is the front wheel rack displacement, the front wheel rack displacement is converted into the target angle of the front wheel transmission ratio, and the product of the gain ratio and the target angle of the front wheel transmission ratio is determined as the front wheel yaw gain control amount.

9. A vehicle control device, characterized in that, include: The center of gravity sideslip angle control unit is used to obtain the rear wheel center of gravity sideslip angle control amount based on the target value of the front wheel transmission ratio and the first vehicle state information, and to control the vehicle center of gravity sideslip angle based on the rear wheel center of gravity sideslip angle control amount. The yaw gain calculation unit is used to obtain the actual vehicle yaw gain based on the rear wheel center of gravity sideslip angle control amount, the target value of the vehicle front wheel transmission ratio, and the second vehicle state information. The yaw gain control unit is used to obtain the front wheel yaw gain control amount based on the actual vehicle yaw gain, the target value of the vehicle front wheel transmission ratio and the preset target vehicle yaw gain, and to control the vehicle yaw gain based on the front wheel yaw gain control amount.

10. A computer program product, characterized in that, It includes computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the vehicle control method as described in any one of claims 1 to 8.

11. An electronic device, characterized in that, It includes at least one processor and a memory connected to the processor, wherein: The memory is used to store computer programs; The processor is used to execute the computer program to enable the electronic device to implement the vehicle control method as described in any one of claims 1 to 8.

12. A computer storage medium, characterized in that, The storage medium carries one or more computer programs that, when executed by an electronic device, enable the electronic device to implement the vehicle control method as described in any one of claims 1 to 8.

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