Control method and apparatus

Abstract

This application provides a control method and apparatus. The method includes: acquiring feature information of a road surface change; predicting an unexpected yaw moment experienced by a vehicle when a first set of wheels passes through the road surface change based on the feature information and a first correspondence, wherein the first correspondence includes a correspondence between the feature information and the unexpected yaw moment, the vehicle includes a first set of wheels and a second set of wheels, the first set of wheels includes at least one wheel, the second set of wheels includes at least one wheel, and the second set of wheels is on a normal road surface when the first set of wheels passes through the road surface change; and controlling the torque applied to the second set of wheels when the first set of wheels passes through the road surface change based on the unexpected yaw moment at a first moment, the first moment being no later than the time when the first set of wheels passes through the road surface change.

Description

Control methods and devices Technical Field

[0001] This application relates to the field of intelligent vehicles, and more specifically, to a control method and apparatus. Background Technology

[0002] During driving, vehicles often traverse uneven surfaces such as potholes and speed bumps. If a vehicle passes over these areas without slowing down, some wheels will lose traction due to airflow, leading to yaw or even instability. While the Electronic Stability Control (ESC) system can maintain vehicle stability, it only becomes effective after instability has occurred. Furthermore, ESC relies on the vehicle's hydraulic braking system for stability, which typically has a significant response time. Therefore, improving vehicle stability is a crucial issue that needs to be addressed. Summary of the Invention

[0003] This application provides a control method and apparatus that, based on the identification of road surface changes, predicts the unexpected yaw moment experienced by the vehicle when the wheels pass through the road surface changes, and coordinates the driving / braking torque of the wheels on the normal road surface. This can effectively avoid lateral instability of the vehicle caused by road surface changes, improve the vehicle's driving stability, and help ensure driving safety.

[0004] Firstly, a control method is provided. The method includes: acquiring feature information of a road surface abrupt change; predicting, based on the feature information and a first correspondence, an unexpected yaw moment experienced by the vehicle when a first set of wheels passes through the road surface abrupt change, wherein the first correspondence includes a correspondence between the feature information and the unexpected yaw moment; the vehicle includes a first set of wheels and a second set of wheels, the first set of wheels including at least one wheel, the second set of wheels including at least one wheel, and the second set of wheels being on a normal road surface when the first set of wheels passes through the road surface abrupt change; and at a first moment, controlling the torque applied to the second set of wheels when the first set of wheels passes through the road surface abrupt change, based on the unexpected yaw moment, the first moment being no later than the time when the first set of wheels passes through the road surface abrupt change.

[0005] In this application, based on the acquisition of characteristic information of road surface changes, and by combining a first correspondence, the unexpected yaw moment that the vehicle will experience can be known before the first set of wheels enters the road surface change. Since the second set of wheels is on the normal road surface when the first set of wheels passes through the road surface change, the torque applied to the second set of wheels when the first set of wheels passes through the road surface change is controlled according to the unexpected yaw moment, no later than the time when the first set of wheels passes through the road surface change. This allows the unexpected yaw moment to be eliminated by adjusting the torque of the second set of wheels, thus preventing the vehicle from becoming unstable due to the unexpected yaw moment. Compared to the traditional approach where the ESC system only intervenes after the vehicle becomes unstable, the solution in this application can adjust the torque distribution of each wheel in advance, eliminating the potential instability risk when the vehicle passes through the road surface change through active intervention, thereby enabling the vehicle to pass through the road surface change smoothly.

[0006] In some possible implementations, predicting the unexpected yaw moment experienced by the vehicle when the first set of wheels passes through a sudden change in road surface based on the feature information and the first correspondence may include: predicting the degree of loss of longitudinal force when the first set of wheels passes through a sudden change in road surface based on the feature information; and determining the unexpected yaw moment based on the degree of loss.

[0007] Since the longitudinal force on the wheels varies under different working conditions, this application predicts the degree of longitudinal force loss of the first group of wheels based on the feature information of road surface abrupt changes. This allows for accurate determination of the deviation between the actual longitudinal force and the expected longitudinal force of the first group of wheels under different working conditions, thereby obtaining accurate unexpected yaw moment under various working conditions and improving the accuracy of the solution.

[0008] In some possible implementations, the vehicle may have a first wheel, a second wheel, a third wheel, and a fourth wheel; the first wheel and the second wheel may be arranged side by side on one side of the vehicle, and the third wheel and the fourth wheel may be arranged side by side on the other side of the vehicle. The third wheel and the first wheel may be arranged on the same axle, and the fourth wheel and the second wheel may be arranged on the same axle; the first wheel may belong to a first group of wheels; at least one of the second, third, and fourth wheels may belong to a second group of wheels.

[0009] In some possible implementations, the vehicle may include a first motor and a second motor. The first motor can be used to provide torque to a first wheel, and the second motor can be used to provide torque to a second wheel, which may belong to a second group of wheels. At a second moment, the vehicle can provide a first torque to the first wheel via the first motor, and this second moment may be earlier than the time when the first wheel passes through a sudden change in road surface. At the first moment, controlling the torque applied to the second group of wheels when the first group of wheels passes through a sudden change in road surface, based on an unexpected yaw moment, may include: determining a first transfer torque based on the unexpected yaw moment; at the first moment, controlling the transfer of the first transfer torque from the first motor to the second motor, so that the second motor provides a second torque to the second wheel, with the first moment later than the second moment.

[0010] Since the second wheel and the first wheel are on the same side of the vehicle, in this application, the torque applied to the second wheel can be adjusted by the torque transfer between the first motor and the second motor. On the one hand, this method can be well applied to vehicles with different electric motor configurations. On the other hand, for vehicles with certain electric motor configurations (such as four-motor configurations or three-motor configurations), it can effectively deal with unexpected yaw moments while minimizing or even eliminating the need to adjust the torque applied to the other wheel, which helps to reduce control complexity.

[0011] In some possible implementations, at the second moment, the vehicle can provide a third torque to the second wheel via the second motor; the sum of the first torque and the third torque can be greater than a first threshold, which is the maximum torque that the second motor can apply to the second wheel; the total torque applied to the third and fourth wheels at the first moment can be less than the total torque applied to the third and fourth wheels at the second moment.

[0012] In this application, when the sum of the first torque and the third torque exceeds the torque that the second motor can provide to the second wheel, the longitudinal force applied to the left and right wheels can be coordinated by reducing the total torque applied to one side of the third wheel, thereby overcoming the unexpected yaw moment.

[0013] In some possible implementations, the vehicle may further include a third motor, which can be used to provide torque to a third wheel; the second motor may also be used to provide torque to a fourth wheel. The method may further include: controlling the torque provided by the third motor to the third wheel at a first moment, based on a first transfer torque.

[0014] In this application, when the second motor provides torque to the second and fourth wheels, controlling the torque provided by the third motor to the third wheel when the first wheel encounters a sudden change in road surface according to the first transfer torque facilitates synchronous control of the third motor to reduce torque output when the first motor reduces torque output. In particular, when the torque provided by the second motor to the second and fourth wheels is the same or similar, coordinating the torque output of the first and third motors can effectively maintain stable vehicle operation.

[0015] In some possible implementations, the vehicle may further include a fourth motor, which can be used to provide torque to a fourth wheel; the first motor may also be used to provide torque to a third wheel. The method may further include: controlling the torque provided by the fourth motor to the fourth wheel at a first moment, based on a first transfer torque.

[0016] In this application, when the first motor provides torque to the first and third wheels, controlling the torque provided by the fourth motor to the fourth wheel when the first wheel encounters a sudden change in road surface according to the first transfer torque facilitates synchronous control of the fourth motor's torque output increase when the second motor increases its torque output. In particular, when the torque provided by the first motor to the first and third wheels is the same or similar, coordinating the torque output of the second and fourth motors can effectively maintain stable vehicle operation.

[0017] In some possible implementations, the vehicle may also include a third motor and a fourth motor, the third motor being used to provide torque to a third wheel and the fourth motor being used to provide torque to a fourth wheel; the torque applied to the third wheel at the first moment and the second moment may be equal; the torque applied to the fourth wheel at the first moment and the second moment may be equal.

[0018] In this application, when the first to fourth wheels are driven by different motors, by controlling the transfer of torque between the first and second motors and keeping the torque output of the third and fourth motors constant, it is possible to maintain the vehicle's motion state while eliminating unexpected yaw moments, and it also helps to reduce the complexity of control.

[0019] In some possible implementations, the vehicle may include a first motor, a second motor, and a fourth motor. The first motor may be used to provide torque to a first wheel, the second motor may be used to provide torque to a second wheel, and the fourth motor may be used to provide torque to a third wheel. The third and fourth wheels may belong to a second group of wheels. At a first moment, controlling the torque applied to the second group of wheels by the first group of wheels when they pass a sudden change in road surface, based on an unexpected yaw moment, may include: at a first moment, controlling the second and fourth motors to generate a torque difference when the first group of wheels passes a sudden change in road surface, based on the unexpected yaw moment.

[0020] In this embodiment of the application, when the second wheel and the fourth wheel are driven by the second motor and the fourth motor respectively, the longitudinal forces at the second wheel and the fourth wheel will be different when there is a torque difference between the second motor and the fourth motor. According to the unexpected yaw moment, the torque difference between the second motor and the fourth motor is controlled so that the yaw moment exerted on the vehicle by the longitudinal force difference at the second wheel and the fourth wheel can resist the unexpected yaw moment caused by the sudden change in road surface, thereby maintaining the stable driving of the vehicle.

[0021] In some possible implementations, the vehicle may also include a hydraulic braking system, which may include a pressurizing device and a fluid inlet line. The pressurizing device can be used to control the braking force applied to the vehicle by adjusting the pressure of the brake fluid in the fluid inlet line. The method may also include: controlling the pressurizing device to actuate to increase the pressure of the brake fluid in the fluid inlet line before the first wheel passes through a sudden change in road surface.

[0022] In this application, the pressure in the inlet line of the hydraulic braking system is increased before the first set of wheels encounters a sudden change in road surface. On the one hand, for situations requiring adjustment of the braking torque applied to the wheels, pre-pressurizing the inlet line can significantly improve the response speed of the hydraulic braking system and greatly shorten its response time. On the other hand, it also provides a safety net for potential instability risks when the vehicle encounters a sudden change in road surface. For example, if the response to unexpected yaw moment fails, and the vehicle instability triggers the ESC system, the pre-pressurized hydraulic braking system can quickly respond to the ESC system's commands, thus effectively ensuring the vehicle's driving stability.

[0023] Secondly, a control device is provided. The device includes an acquisition unit and a processing unit. The acquisition unit can be used to: acquire characteristic information of a road surface change. The processing unit can be used to: predict, based on the characteristic information and a first correspondence, an unexpected yaw moment experienced by the vehicle when the first set of wheels passes through the road surface change; and at a first moment, control the torque applied to the second set of wheels when the first set of wheels passes through the road surface change, based on the unexpected yaw moment.

[0024] In some possible implementations, the processing unit can be used to: predict the degree of longitudinal force loss when the first group of wheels passes through a sudden change in road surface based on feature information; and determine the unexpected yaw moment based on the degree of loss.

[0025] In some possible implementations, the vehicle may be provided with a first wheel, a second wheel, a third wheel, and a fourth wheel. The first wheel and the second wheel may be arranged side by side on one side of the vehicle, and the third wheel and the fourth wheel may be arranged side by side on the other side of the vehicle. The third wheel and the first wheel may be arranged on the same axle, and the fourth wheel and the second wheel may be arranged on the same axle. The first wheel may belong to a first group of wheels, and at least one of the second wheel, the third wheel, and the fourth wheel may belong to a second group of wheels.

[0026] In some possible implementations, the vehicle may include a first motor and a second motor. The first motor can be used to provide torque to a first wheel, and the second motor can be used to provide torque to a second wheel, which may belong to a second group of wheels. At a second moment, the vehicle can provide a first torque to the first wheel via the first motor, and this second moment may be earlier than the time when the first wheel passes through a sudden change in road surface. The processing unit may be used to: determine a first transfer torque based on an unexpected yaw moment; and at a first moment, control the transfer of the first transfer torque from the first motor to the second motor, so that the second motor provides a second torque to the second wheel, with the first moment later than the second moment.

[0027] In some possible implementations, the vehicle may also include a third motor, which can be used to provide torque to a third wheel; the second motor may also be used to provide torque to a fourth wheel. The processing unit may also be used to: control the torque provided by the third motor to the third wheel at a first moment, based on the first transfer torque.

[0028] In some possible implementations, the vehicle may also include a fourth motor, which may be used to provide torque to a fourth wheel; the first motor may also be used to provide torque to a third wheel; and the processing unit may also be used to: control the torque provided by the fourth motor to the fourth wheel at a first moment according to the first transfer torque.

[0029] In some possible implementations, the vehicle may include a first motor, a second motor, and a fourth motor. The first motor can be used to provide torque to the first wheel, the second motor can be used to provide torque to the second wheel, and the fourth motor can be used to provide torque to the third wheel. The third and fourth wheels belong to the second group of wheels. The processing unit can also be used to: at a first moment, based on an unexpected yaw moment, control the second motor and the fourth motor to generate a torque difference when the first group of wheels passes through a sudden change in road surface.

[0030] In some possible implementations, the vehicle may include a hydraulic braking system, which may include a pressurizing device and a fluid inlet line. The pressurizing device can be used to regulate the pressure of the brake fluid in the fluid inlet line, controlling the braking force applied to the vehicle. The processing unit can also be used to: control the pressurizing device to actuate and increase the pressure of the brake fluid in the fluid inlet line before the first wheel passes through a sudden change in road surface. For example, before the first wheel passes through a sudden change in road surface, a message can be sent to the controller of the hydraulic braking system to request pre-charging of the hydraulic braking system.

[0031] Thirdly, an apparatus is provided. The apparatus may include at least one processor coupled to at least one memory for storing computer programs or instructions. The at least one processor may be used to invoke and execute the computer program or instructions from the at least one memory, causing the apparatus to perform the methods of the first aspect and any possible implementation thereof.

[0032] Fourthly, a chip or chip system is provided, the chip including a processor and a communication interface; the processor reads instructions through the communication interface and can execute the methods in the first aspect and any possible implementation thereof.

[0033] Fifthly, a computer-readable storage medium is provided, which stores computer instructions that, when executed on a computer, cause the methods of the first aspect and any possible implementation thereof to be implemented.

[0034] In a sixth aspect, a computer program product is provided, comprising computer program code, which, when run on a computer, causes the methods in the first aspect and any possible implementation thereof to be implemented.

[0035] A seventh aspect provides a vehicle including means as described in the second or third aspect and any possible implementation thereof. Attached Figure Description

[0036] Figure 1 is a functional block diagram of a vehicle provided in an embodiment of this application;

[0037] Figure 2 is a schematic diagram of a system architecture provided in an embodiment of this application;

[0038] Figure 3 is a schematic diagram of the electrical configuration of the vehicle provided in the embodiment of this application;

[0039] Figure 4 is a schematic flowchart of a control method provided in an embodiment of this application;

[0040] Figure 5 is a schematic diagram of a scenario where a vehicle passes through a sudden change in road surface, according to an embodiment of this application.

[0041] Figure 6 is a schematic diagram of another scenario provided in the embodiments of this application, where a vehicle passes through a sudden change in road surface.

[0042] Figure 7 is a schematic diagram of another scenario provided in the embodiments of this application, where a vehicle passes through a sudden change in road surface.

[0043] Figure 8 is a schematic diagram of another scenario provided in the embodiments of this application, where a vehicle passes through a sudden change in road surface.

[0044] Figure 9 is a schematic diagram of another scenario provided by the embodiments of this application, where a vehicle passes through a sudden change in road surface.

[0045] Figure 10 is a schematic diagram of another scenario where a vehicle passes through a sudden change in road surface, as provided in an embodiment of this application.

[0046] Figure 11 is a schematic diagram of another scenario provided by an embodiment of this application, where a vehicle passes through a sudden change in road surface.

[0047] Figure 12 is a schematic flowchart of a control method provided in an embodiment of this application;

[0048] Figure 13 is a schematic block diagram of an apparatus provided in an embodiment of this application;

[0049] Figure 14 is a schematic block diagram of another device provided in an embodiment of this application. Detailed Implementation

[0050] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0051] For example, FIG1 is a functional block diagram of a vehicle 100 provided in an embodiment of this application.

[0052] Vehicle 100 may include a perception system 120 and a computing platform 150. The perception system 120 may include one or more sensors for sensing information about the environment surrounding vehicle 100. For example, the perception system 120 may include a positioning system, which may be a Global Positioning System (GPS), a BeiDou system, or another positioning system. The perception system 120 may also include one or more of the following: an inertial measurement unit (IMU), lidar, millimeter-wave radar, ultrasonic radar, and a camera device.

[0053] Some or all of the functions of vehicle 100 can be controlled by computing platform 150. Computing platform 150 may include one or more processors, such as processors 151 to 15n (n being a positive integer). A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In reconfigurable hardware circuits, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the processor loading instructions to implement some or all of the functions of the aforementioned units. In addition, it can also be hardware circuitry designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. Furthermore, the computing platform 150 may also include a memory for storing instructions, and some or all of the processors 151 to 15n can call the instructions in the memory to implement the corresponding functions.

[0054] In real-world scenarios, roads often experience sudden changes in road surface, such as potholes, bumps, and speed bumps. In some cases, these changes may be subtle and difficult for drivers to detect in advance, making it challenging to maneuver the vehicle to avoid them. Furthermore, because drivers may not notice these changes, it's difficult to slow down the vehicle beforehand. In other cases, drivers may have an aggressive driving style and, even if they perceive an impending change, may not slow down. When a vehicle passes a sudden change at a high speed, the wheels passing through it will briefly lift off the ground. At the moment a wheel lifts off the ground, the forces between that wheel and the road surface (such as adhesion) suddenly disappear; for the other wheels that are still in the ground, the forces they experience may not have had time to change. This can cause the vehicle to veer off course or even become unstable.

[0055] While systems like ESC can maintain vehicle stability by adjusting braking force, they typically only activate when they detect instability. In other words, ESC only detects instability after it has already occurred, resulting in a late intervention time. Furthermore, hydraulic braking systems have a long response time, often exceeding 100 milliseconds (ms), further delaying the actual activation of ESC. Therefore, if vehicle stability is only achieved through ESC after a sudden change in road surface conditions, it poses a significant safety risk.

[0056] In view of this, embodiments of this application provide a control method and apparatus that, for vehicles with different drive types, can effectively avoid lateral instability caused by road surface changes by dynamically coordinating the driving force and / or braking force through the identification of road surface changes, thereby improving the driving stability of the vehicle and helping to ensure driving safety.

[0057] For example, Figure 2 is a schematic diagram of a system architecture provided in an embodiment of this application.

[0058] As shown in Figure 2, the system 200 may include a detection module 210, a judgment module 220, a control module 230, and an execution module 240.

[0059] The detection module 210 can be used to detect and acquire information such as driver control information, vehicle motion status information, and road surface change feature information. The detection module 210 may include one or more sub-modules, and different sub-modules can be used to acquire different types of information.

[0060] For example, the detection module 210 may include one or more of the following: a manipulation information detection submodule, a vehicle motion state detection submodule, and an environmental perception submodule. The manipulation information detection submodule can be used to detect manipulation information (such as the driver's manipulation of components like the brake pedal, accelerator pedal, and steering wheel); it may include at least one of an accelerator pedal sensor, a brake pedal sensor, and a steering wheel angle sensor. The vehicle motion state detection submodule can be used to detect and estimate the vehicle's motion state (such as vehicle acceleration, wheel speed, drive motor speed, vehicle speed, wheel slip ratio, suspension height, etc.). The environmental perception submodule can be used to detect feature information of sudden road surface changes (such as the length and height of road potholes / bumps). In one example, the environmental perception submodule may include perception sensors such as cameras and radar; based on the data collected by these perception sensors, feature information such as the length and height of road potholes / bumps can be determined. In another example, the environmental perception submodule may include a suspension height sensor. When there are sudden changes in road surface conditions such as potholes or bumps, the suspension height will change when a vehicle's wheel passes over such a change. Based on the suspension height information collected by the suspension height sensor, the height and length of the pothole / bump that the wheel passes over can be determined. Combined with the vehicle's driving direction / path, it is possible to predict whether other wheels will pass over the sudden change, and the unexpected yaw moment experienced by the vehicle when other wheels pass over the sudden change.

[0061] The judgment module 220 can be used to determine whether a stability control strategy needs to be enabled.

[0062] For example, the need to activate a stability control strategy can be determined based on one or more of the following: the operating mode of the drive motor (drive mode / energy recovery mode), whether the wheels will pass through a sudden road surface change, and whether the vehicle speed meets preset conditions. In one example, if the vehicle speed passing through a sudden road surface change is less than or equal to a certain threshold, even if the wheels are predicted to pass through the change, the stability control strategy can be considered unnecessary due to the low speed. Conversely, if the vehicle speed is higher than this threshold, and the wheels are predicted to pass through the change, the stability control strategy can be activated. For example, this threshold could be 5 kilometers per hour (kilometers per hour) or 3 kilometers per hour.

[0063] The control module 230 can be used to determine the torque required to maintain vehicle stability at each wheel; it can also control the operation of the execution module 240 accordingly. For example, the control module 230 can determine the degree of longitudinal force loss of a wheel when it passes through a road surface change, and determine the unexpected yaw moment experienced by the vehicle when that wheel passes through the road surface change, based on the vehicle's motion state information and the characteristics of the road surface change. For another example, the control module 230 can coordinate the torque of each wheel, enabling the vehicle to have an additional yaw moment to counteract the aforementioned unexpected yaw moment. For yet another example, the control module 230 can control the torque transfer between different wheels.

[0064] The execution module 240 can be used to provide drive / braking torque to the corresponding wheels in response to the torque planning of the control module 230. For example, the execution module 240 may include a hydraulic braking mechanism that can provide braking torque to the corresponding wheels. As another example, the execution module 240 may include the vehicle's drive motor.

[0065] For example, as an energy conversion device, the motor can have different functions in different modes. For instance, in drive mode, the drive motor can convert electrical energy into kinetic energy, providing drive torque to the corresponding drive wheel. As another example, in energy recovery mode, the motor can convert kinetic energy into electrical energy, providing braking torque to the corresponding wheel. For ease of explanation, drive torque can also be referred to as positive torque, and braking torque as negative torque.

[0066] For example, based on the position of the drive wheels within the vehicle, the drive system can be categorized into front-wheel drive, rear-wheel drive, and four-wheel drive. For new energy vehicles such as electric vehicles and hybrid vehicles, the vehicle can be equipped with one or more drive motors; based on the arrangement of the drive motors, the vehicle's electrical system configuration can be classified into single-motor, dual-motor, three-motor, and four-motor configurations. The following description, in conjunction with Figure 3, provides illustrative examples of several electrical system configurations.

[0067] For example, FIG3 is a schematic diagram of the electrical configuration of a vehicle provided in an embodiment of this application.

[0068] In some embodiments, in a single-motor configuration, the vehicle may have only one drive motor. In one example, in a single-motor configuration, the rear wheels of the vehicle may be configured as drive wheels. Referring to Figure 3(a), in vehicle 10, motor 19 may be drive-connected to the rear wheels 13 and 14 of vehicle 10, providing torque to them. In yet another example, unlike Figure 3(a), in a single-motor configuration, the front wheels of the vehicle may be configured as drive wheels; correspondingly, the motor may be located at the front end of the vehicle.

[0069] In some embodiments, in a dual-motor configuration, the vehicle may be equipped with two drive motors. For example, as shown in Figure 3(b), the vehicle 20 may be equipped with motors 28 and 29. Motor 28 may be connected to the front wheels 21 and 22 of the vehicle 20, and motor 29 may be connected to the rear wheels 23 and 24; motor 28 may also be referred to as a front drive motor, and motor 29 may also be referred to as a rear drive motor.

[0070] In some embodiments, the vehicle can be equipped with three drive motors in the three-electric system configuration. For example, as shown in Figure 3(c), the vehicle 30 can be equipped with motors 37, 38, and 39. Motor 37 can be driven by the front wheels 31 and 32 of the vehicle 30, driving the wheels 31 and 32 to rotate; motor 38 can be driven by the rear wheel 33 of the vehicle, and motor 39 can be driven by the rear wheel 34 of the vehicle. That is, for the vehicle 30, the front wheels 31 and 32 can be driven by the same motor, while the rear wheels 33 and 34 are driven by two different motors. Alternatively, unlike Figure 3(c), in the three-electric system configuration, two drive motors can be used to drive the two front wheels of the vehicle respectively; correspondingly, the two rear wheels of the vehicle can be driven by the same motor.

[0071] In other embodiments, in the four-electric configuration, the vehicle may be equipped with four drive motors. For example, as shown in Figure 3(d), the vehicle 40 may be equipped with motors 46 to 49; motors 46 to 49 may be connected to wheels 41 to 44 respectively; each wheel may be driven by a separate motor.

[0072] The above description of the electrical mechanism configuration is illustrated in conjunction with Figure 3. The following description of the control method provided in the embodiments of this application is illustrated in conjunction with Figure 4.

[0073] For example, Figure 4 is a schematic flowchart of a control method provided in an embodiment of this application. The method may include:

[0074] S401, obtain vehicle driving status information.

[0075] For example, the vehicle's driving status information may include the vehicle's motion status information and / or the driver's manipulation information. Based on the vehicle's driving status information, the target torque for each wheel can be determined under conditions without road surface changes.

[0076] S402, determine whether a sudden change in road surface was detected.

[0077] For example, the presence of abrupt changes in the road surface can be determined based on data collected by sensors such as cameras and radar, and / or suspension height. Furthermore, in the event of abrupt changes in the road surface, this data can be used to determine the location of the abrupt change and its height relative to the normal road surface, thereby predicting whether the vehicle's wheels will pass over the abrupt change.

[0078] For example, in intelligent driving scenarios, the planned path can be used to determine whether the vehicle's front and / or rear wheels will pass through a sudden change in road surface. Similarly, in manual driving scenarios, the vehicle's path can be predicted based on the user's control information, and thus, it can be determined whether the vehicle's wheels will pass through the sudden change in road surface.

[0079] If a road surface change is detected, the process can proceed to steps S403 and S404; if no road surface change is detected, the process can proceed to step S401.

[0080] S403, calculate the unexpected yaw moment.

[0081] For example, based on the characteristic information of road surface abrupt changes, the unexpected yaw moment experienced by the vehicle when the wheels pass through the abrupt change can be determined. For instance, compared to the situation where the wheels are traveling on a normal road surface, there is a loss of longitudinal force when the wheels pass through a road surface abrupt change, resulting in an unexpected yaw moment for the vehicle. There is a correspondence between the unexpected yaw moment experienced by the vehicle and the characteristic information such as the height and length of the road surface abrupt change. The correspondence between the road surface abrupt change and the unexpected yaw moment experienced by the vehicle is illustrated below with reference to Table 1.

[0082] For example, without considering any sudden changes in road surface, assume that the torque expected to be applied to a certain wheel (e.g., wheel #1) when the vehicle is driving steadily is A. For example, the ratio of torque A to the wheel radius can be the expected driving force / braking force applied to that wheel (also known as the expected longitudinal force of that wheel).

[0083] When wheel #1 is on a normal road surface, the actual driving / braking force at wheel #1 can be equal to the expected longitudinal force of wheel #1. If a pothole / bump suddenly appears on the road surface, the actual driving / braking force that wheel #1 can provide to the vehicle will decrease, possibly only being a portion of the expected longitudinal force; even worse, if wheel #1 is completely off the road, it will be unable to provide any driving / braking force to the vehicle. With the forces and motion of the other wheels (e.g., wheels #2 to #4) remaining unchanged, the decrease in driving / braking force at wheel #1 will cause the vehicle to experience a yaw moment, i.e., an unexpected yaw moment.

[0084] The aforementioned wheel #1 can be used as an example of a wheel traversing a sudden change in road surface (referred to as a traversing wheel). Under different road surface changes, the traversing wheel will contribute different unexpected yaw moments. For example, the ratio of the unexpected yaw moment contributed by the traversing wheel to the yaw moment B can be shown in Table 1; where the yaw moment B can be equal to the expected longitudinal force of the traversing wheel multiplied by the distance between that longitudinal force and the vehicle's center of gravity. For example, the distance between the expected longitudinal force and the vehicle's center of gravity can be determined based on the relative positional relationship between the traversing wheel and the vehicle's center of gravity.

[0085] In one example, referring to Table 1, when wheel #1 passes through a road surface pothole with a depth of 5 centimeters (cm), the unexpected yaw moment contributed by wheel #1 due to the loss of longitudinal force can be 40% of the yaw moment B; assuming the yaw moment B is 30 newton-meters (N·m), the corresponding unexpected yaw moment contributed by wheel #1 is 12 N·m. In another example, as shown in Table 1, when wheel #1 passes through a road surface pothole with a depth of 20 cm, the unexpected yaw moment contributed by wheel #1 due to the loss of longitudinal force can be 100% of the yaw moment B. For wheel #1, since the yaw moment B can be calculated from the torque A, the wheel radius, and the distance between the expected longitudinal force and the vehicle's center of gravity, based on Table 1, the specific value of the unexpected yaw moment contributed by wheel #1 to the vehicle when passing through the corresponding road surface abrupt change can be obtained. In another example, when multiple wheels pass through multiple different road surface changes at the same time, based on the characteristic information of each road surface change and in conjunction with Table 1, the contribution of each passing wheel pair to the unexpected yaw moment can be determined, thereby determining the unexpected yaw moment experienced by the vehicle.

[0086] Table 1

[0087] In some possible implementations, the degree of longitudinal force loss when a wheel passes through a road surface abrupt change can be determined based on the characteristic information of the abrupt change. Based on this degree of longitudinal force loss, the unexpected yaw moment experienced by the vehicle can be determined. For example, if the longitudinal force loss of a passing wheel is 10%, the actual longitudinal force at that wheel can be 90% of the expected longitudinal force. As another example, for wheel #1 mentioned above, since it experiences longitudinal force loss when passing through a road surface abrupt change, resulting in an unexpected yaw moment for the vehicle, the unexpected yaw moment experienced by the vehicle can be predicted based on the degree of longitudinal force loss of that wheel.

[0088] The following example, using Table 2 as a case study, illustrates the relationship between road surface abrupt changes and the degree of longitudinal force loss of passing wheels.

[0089] Table 2

[0090] For example, referring to Table 2, at a vehicle speed of 50 km / h, assuming the longitudinal force applied to wheel #1 when the vehicle is traveling on a normal road surface reaches 5000 Newtons (N); when wheel #1 passes through a 10 cm deep pothole, the loss of its longitudinal force can reach 100% compared to when the wheel is on a normal road surface; that is, under this condition, the wheel will be completely airborne, and its longitudinal force will be completely lost. As another example, as shown in Table 2, at a vehicle speed of 30 km / h, assuming the expected longitudinal force of the passing wheel is 2500 N, when wheel #1 passes through a 5 cm pothole, the loss of its longitudinal force can reach 40%, correspondingly, the actual longitudinal force of wheel #1 can be 1500 N, and the lost longitudinal force will reach 1000 N; the contribution of wheel #1 to the unexpected yaw moment can be calculated by combining the distance between the longitudinal force and the vehicle's center of gravity. Furthermore, since the unexpected yaw moment is caused by the lost longitudinal force (i.e., 1000N), to overcome this unexpected yaw, the torque applied to wheel #2 can be increased (for example, wheel #2 and wheel #1 can be on the same side of the vehicle, and wheel #2 is on the normal road surface when wheel #1 passes through a road surface change), so that the longitudinal force applied to wheel #2 can be increased by 1000N to compensate for the lost longitudinal force at wheel #1. For example, assuming that the motion and force state of other wheels have not changed, the unexpected yaw moment on the vehicle can be calculated based on the degree of loss of longitudinal force at wheel #1. For example, when multiple wheels simultaneously pass through different road surface changes, the degree of loss of longitudinal force at each wheel can be determined based on the characteristic information of each road surface change, combined with Table 2, and the unexpected yaw moment on the vehicle can be calculated accordingly.

[0091] S404, predicts the time it takes for a wheel to pass over this road surface abrupt change.

[0092] For example, based on the prediction / planning of the driving trajectory, it is possible to predict whether a particular wheel of the vehicle will pass through a sudden change in road surface. Furthermore, based on the vehicle speed, it is possible to predict when the wheel will enter the sudden change in road surface.

[0093] For example, the duration of an unexpected yaw moment experienced by a vehicle can be determined based on the characteristics of a road surface abrupt change and the vehicle speed. For instance, the time required for a wheel to travel from entering to exiting a road surface pothole can be predicted based on the length of the pothole and the vehicle speed, thus predicting the duration of the unexpected yaw moment experienced by the wheel during its passage through the pothole.

[0094] In one embodiment, when the front wheels of a vehicle pass through a sudden change in road surface, the vehicle's suspension height will change. The timing of the front wheels passing through this sudden change can be determined based on the change in suspension height. For example, if the vehicle's direction of motion remains unchanged, the timing of the rear wheels on the same side passing through the sudden change can be predicted based on the vehicle's wheelbase, speed, and acceleration. Alternatively, the timing of the rear wheels passing through the sudden change can be corrected based on the vehicle's direction of motion.

[0095] Steps S403 and S404 can be executed simultaneously, or step S403 can be executed first, or step S404 can be executed first.

[0096] S405, determine whether the vehicle will experience unexpected yaw.

[0097] For example, the extent of longitudinal force loss in each wheel when the vehicle passes through the abrupt change in road surface can be used to determine whether the vehicle is experiencing unexpected yaw.

[0098] In one embodiment, if only one of two coaxial wheels (e.g., the left front wheel and the right front wheel, or the left rear wheel and the right rear wheel) will pass through a certain road surface change, while the other will not, since the wheel that passes through the road surface change will experience a loss of longitudinal force, it can be predicted that the vehicle will experience unexpected yaw when that wheel passes through the road surface change.

[0099] In another embodiment, if both wheels of two coaxial wheels (e.g., the left front wheel and the right front wheel, or the left rear wheel and the right rear wheel) will pass through a sudden change in road surface (e.g., a speed bump), the degree of longitudinal force loss when the two wheels pass through the sudden change in road surface can be used to determine whether the vehicle will experience unexpected yaw.

[0100] In another embodiment, when the unexpected yaw moment experienced by the vehicle is less than or equal to a certain threshold, the vehicle can be considered to have no unexpected yaw because the moment is too small; conversely, when the unexpected yaw moment experienced by the vehicle is greater than the threshold, the vehicle can be considered to have unexpected yaw. For example, the threshold can be 1 N·m, 1.5 N·m, or other values.

[0101] S406, Pre-charge of hydraulic braking system.

[0102] For example, when it is predicted that a wheel will pass through a sudden change in road surface, the hydraulic braking system can be precharged.

[0103] A hydraulic braking system may include a pressure booster (such as an electro-hydraulic cylinder) and a fluid inlet line. The pressure booster can regulate the pressure of the brake fluid in the fluid inlet line to regulate the braking force applied to the vehicle at the corresponding wheel. "Pre-charge" can refer to controlling the pressure booster to increase the pressure of the brake fluid in the fluid inlet line. For example, one end of the fluid inlet line can be connected to the pressure booster, and the other end can be connected to a brake wheel cylinder located on the wheel side. A valve can be installed between the fluid inlet line and the brake wheel cylinder to control the connection and disconnection between them. During the pre-charge process of the hydraulic braking system, the pressure booster can be activated, causing brake fluid to flow from the pressure booster to the fluid inlet line, and the valve can be closed, cutting off the brake fluid in the fluid inlet line at the valve, thereby increasing the pressure of the brake fluid in the fluid inlet line.

[0104] In this embodiment, when a sudden road surface change is predicted to occur, the hydraulic braking system is pre-charged, allowing for advance pressure build-up in the inlet lines. On one hand, for situations requiring torque transfer between different wheels, pre-charging the hydraulic braking system improves its response speed and shortens response time. On the other hand, it helps mitigate potential instability risks when the vehicle encounters a sudden road surface change. If the vehicle subsequently triggers the ESC system due to instability while passing the change, the pre-pressurized inlet lines ensure a rapid response to the ESC system's commands to stabilize the vehicle. This significantly reduces the response delay of the hydraulic braking system, effectively guaranteeing vehicle stability.

[0105] S407, determine whether the front wheels have passed through a sudden change in road surface.

[0106] For example, before the front wheels encounter a road surface change, the vehicle distributes a certain amount of drive / braking torque to the front wheels. If it is predicted that a front wheel will encounter a road surface change, the torque applied to that front wheel can be transferred to the other wheels until that wheel has passed the road surface change. For example, once the front wheels have passed the road surface change, the torque distribution to each wheel can be restored. As another example, if it is predicted that the rear wheel on the same side will also encounter the road surface change, after the front wheels have passed the road surface change, the torque applied to the rear wheel can be controlled to transfer to the front wheel that has passed the road surface change.

[0107] If the front wheels have passed the road surface change, the process can proceed to step S411; if the front wheels have not yet passed the road surface change, the process can proceed to step S408.

[0108] S408 determines whether the rear axle of the vehicle can generate additional yaw moment.

[0109] In one embodiment, when the left and right rear wheels are supplied with torque by different motors (such as vehicles 30 and 40 in Figure 3), when there is a torque difference between the torques output by the two motors, an additional yaw moment can be generated at the rear axle of the vehicle; through this additional yaw moment, the unexpected yaw moment experienced by the vehicle can be overcome.

[0110] In another embodiment, when the left and right rear wheels are powered by the same motor (e.g., vehicles 10 and 20 in Figure 3), when the motor provides drive torque to both rear wheels, the drive torque applied to the two rear wheels will be the same or similar, making it impossible to generate additional yaw moment on the rear axle to overcome unexpected yaw moment. When the motor provides braking torque to both rear wheels, even if the motor provides the same braking torque to both rear wheels, an additional braking torque can be provided to one wheel through a hydraulic braking mechanism, enabling the generation of additional yaw moment on the rear axle.

[0111] The method of generating additional yaw moment on the front axle of a vehicle is similar to that of generating additional yaw moment on the rear axle, and will not be elaborated here.

[0112] If an additional yaw moment can be generated at the rear axle, the process can proceed to step S409; if an additional yaw moment cannot be generated at the rear axle, the process can proceed to step S410.

[0113] S409, determine the additional yaw moment that needs to be applied to the rear axle of the vehicle.

[0114] In some embodiments, the additional yaw moment and the unexpected yaw moment may be equal in magnitude and opposite in direction.

[0115] In other embodiments, the additional yaw moment and the unexpected yaw moment can be similar in magnitude but opposite in direction. For example, assuming the maximum yaw moment the vehicle can withstand without yaw is 1 N·m, the difference between the magnitude of the additional yaw moment and the unexpected yaw moment can be less than or equal to 1 N·m. If the unexpected yaw moment is 20 N·m, applying an additional yaw moment of 19.5 N·m in magnitude but opposite in direction to the unexpected yaw moment can also keep the vehicle stable and prevent yaw.

[0116] S410 determines the torque transfer curve to the rear axle.

[0117] For example, before the front wheels encounter a road surface change, the vehicle distributes a certain amount of drive / braking torque to the front wheels. If a road surface change is anticipated for a particular front wheel, the torque applied to that front wheel can be transferred to the rear axle, allowing the vehicle to maintain its motion as much as possible when passing the change. For instance, by transferring all the drive torque applied to a front wheel to the rear wheel on the same side before it enters the change, the vehicle can remain stable even if the front wheel is about to be completely airborne during the change.

[0118] S411, determine the torque transfer curve to the forward axle.

[0119] In one example, if it is predicted that the rear wheels will also pass through the road surface abrupt change, after the front wheels have passed through the abrupt change, the torque applied to the rear wheels can be transferred to the front axle, so that the vehicle can maintain its motion state as much as possible when passing through the road surface abrupt change.

[0120] In another example, if it is predicted that the rear wheels will not pass through the road abrupt change, after the front wheels pass through the road abrupt change, the torque previously transferred to the rear wheels can be transferred back to the front wheels to restore the torque distribution before the vehicle passed through the road abrupt change.

[0121] For example, a torque transfer curve can be determined based on unexpected yaw moments. For instance, torque transfer can reduce the loss of longitudinal force on passing wheels to zero; that is, torque transfer can eliminate unexpected yaw moments experienced by a vehicle when a wheel passes through a sudden change in road surface.

[0122] S412 controls the actuator to output torque to the wheels.

[0123] For example, when controlling each actuator to output torque, the multiple actuators involved can be controlled based on the response differences between them. The following example illustrates the transfer of drive torque between the front wheel 42 and the rear wheel 44 in vehicle 40.

[0124] For example, if motors 47 and 49 have the same response speed, when transferring the driving torque from the front wheel 42 to the rear wheel 44, the output torque of motor 47 can be reduced, and the output torque of motor 49 can be increased synchronously.

[0125] For example, for motor 40, if the response speed of motor 47 is less than that of motor 49, in order to avoid large fluctuations in the total torque applied to the front wheel 42 and the rear wheel 44 during the torque transfer process, when transferring the driving torque from the front wheel 42 to the rear wheel 44, motor 47 can be controlled to reduce its torque output first, and after a period of time, motor 49 can be controlled to increase its torque output.

[0126] The control method 400 described above will be illustrated below using several electrical configurations shown in Figure 3 as examples, in conjunction with Figures 5 to 11.

[0127] In Figures 5 to 11, it is assumed that the two wheels on the right side of the vehicle successively pass through a sudden change in road surface, while the wheels on the left side remain on the normal road surface. When the right front wheel and the right rear wheel pass through the sudden change in road surface, their longitudinal force is completely lost. In addition, in Figures 5 to 11, positive torque can represent driving torque, and negative torque can represent braking torque; the braking torque applied to the wheels can be provided by an electric motor and / or a hydraulic braking system.

[0128] First, a unified explanation will be given for the several time points involved in Figures 5 to 11, which will not be introduced separately in the following text.

[0129] Time a can be a moment before the right front wheel enters the road surface change; time b can be a moment during the process of the right front wheel passing through the road surface change; time c can be a moment during the process of the right rear wheel passing through the road surface change.

[0130] Time #0 to time #3 represent several different moments within the time interval from before the vehicle enters the road surface change to after the vehicle exits the road surface change. Specifically, at time #0, the vehicle has not yet entered the road surface change; at time #1, the right front wheel has entered / is about to enter the road surface change; at time #2, the right front wheel has already exited the road surface change; and at time #3, the right rear wheel has already exited the road surface change. Time a can fall between time #0 and time #1; time b can fall between time #1 and time #2; and time c can fall between time #2 and time #3.

[0131] Furthermore, the driving torque is denoted as Td, and the braking torque as Tb; the subscripts "1" to "4" correspond to the left front wheel, right front wheel, left rear wheel, and right rear wheel of the vehicle, respectively; the subscripts "a" to "c" correspond to times a to c, respectively. For example, at time a, the driving torque applied to the left front wheel can be denoted as Td. 1a Drive torque Td 2b This can be expressed as the driving torque applied to the right front wheel at time b.

[0132] For example, Figure 5 is a schematic diagram of a scenario where a vehicle passes through a sudden change in road surface according to an embodiment of this application. In Figure 5, the vehicle may adopt a four-electric system configuration; the vehicle may correspond to vehicle 40.

[0133] In Figure 5, assume the vehicle passes the road surface abrupt change at a constant speed / acceleration. Assume the vehicle is traveling smoothly before entering the abrupt change; that the driving torque applied to the left and right wheels of the vehicle is the same before entering the abrupt change; and that the torque applied to the front and rear wheels on the same side is the same. For example, based on the above assumptions, at time a, the torque Td... 2a With torque Td 4a The sum of these equals the torque Td. 1a With torque Td 3a The sum; torque Td 2a Equal to torque Td 4a For example, neglecting transmission efficiency, Td 1a This can also be understood as the torque output by the left front motor at time a. Transmission efficiency is ignored in Figures 5 and 11; this is explained uniformly here and will not be discussed separately later.

[0134] In one example, if the torque output of each motor is maintained at time a when the right front wheel encounters a sudden change in road surface, and no other measures are taken to maintain vehicle stability, the total drive torque applied to the left wheel will be greater than that applied to the right wheel due to the complete loss of longitudinal force on the right front wheel. Consequently, the vehicle will experience an unexpected lateral moment.

[0135] Figures 5(a) to (c) show the relative position of the vehicle to the road surface change at different times. Figures 5(d) to (f) show the torque output of a portion of the drive motors during the period from before the vehicle enters the road surface change to after the vehicle exits the road surface change.

[0136] Since the vehicle can provide drive torque to the right front wheel and right rear wheel respectively via the right front motor and right rear motor, at time #1, the torque of the right front motor can be transferred to the right rear motor, as shown in Figures 5(d) and (e). Before the right rear wheel enters the road surface change / at the beginning of entering the road surface change, the torque of the right rear motor can be transferred to the right front motor; when the right rear wheel exits the road surface change, the torque distribution between the right front motor and the right rear motor can be restored to the state before the vehicle passed through the road surface change. Furthermore, before the right front wheel enters the road surface change / at the beginning of entering the road surface change, the hydraulic braking system can be pre-charged so that the hydraulic braking system can respond quickly to the ESC system's commands when the vehicle is at risk of instability.

[0137] In some embodiments, the sum of the torques output by the motors providing torque to the wheels on the same side before the vehicle enters a sudden change in road surface can be less than or equal to the torque that a single motor can output. For example, torque Td 2a With torque Td 4a The sum of these values ​​can be less than or equal to the maximum output torque of the right front motor at the corresponding vehicle speed (denoted as T).lim It can also be less than or equal to the maximum output torque of the right rear motor at the corresponding vehicle speed.

[0138] In this situation, the torque Td to be applied to the right front wheel can be increased before the right front wheel crosses the road surface. 2a All torque is transferred to the right rear wheel until the right front wheel exits the abrupt change in road surface; during the process of the right front wheel passing through the abrupt change in road surface, the torque required by the right rear motor is within its output capacity. For example, for time b, the torque Td 2b It can be 0, torque Td 4b It can be equal to the torque Td 2a With torque Td 4a The sum is shown in Figure 5(d).

[0139] Similarly, after the right front wheel exits a road surface abrupt change, and before the right rear wheel passes through the abrupt change, all the torque required to be applied to the right rear wheel can be transferred to the right front wheel until the right rear wheel exits the abrupt change; during the process of the right rear wheel passing through the abrupt change, the torque required to be output by the right front motor is within its output capacity. For example, for time c, the torque Td 4c It can be 0, torque Td 2c It can be equal to the torque Td 2a With torque Td 4a The sum is shown in Figure 5(d).

[0140] Furthermore, during the process of the vehicle traversing this sudden change in road surface (e.g., between time #0 and time #3), it is not necessary to adjust the torque applied to the left wheel. For example, torque Td 1b With Td 1c It can be equal to the torque Td 1a Torque Td 3b With Td 3c It can be equal to the torque Td 3a In this example, the total driving torque of the vehicle during the process of passing through a road surface change can remain the same as before the vehicle entered the road surface change.

[0141] In other embodiments, before the vehicle enters a sudden change in road surface, the sum of the torques output by multiple motors providing torque to the wheels on the same side may be greater than the torque that a single motor can output. For example, torque Td 2a With torque Td 4a The sum of these values ​​can both be greater than the maximum output torque of the right front motor and the right rear motor at the corresponding vehicle speed.

[0142] In this scenario, if the torque T2a required for the right front wheel is transferred entirely to the right rear wheel during a sudden change in road surface conditions, the torque required by the right rear motor will exceed its output capacity. Therefore, the right rear motor can be controlled to output its maximum torque (i.e., T2a). lim The system provides torque to the right rear wheel and controls the right front motor to not output torque to the right front wheel until the right front wheel exits the road abrupt change. Correspondingly, the torque applied to the left wheel can be reduced (e.g., reducing the torque output of the left front motor while keeping the torque output of the left rear motor constant) to maintain vehicle stability. Similarly, as the right rear wheel passes through the road abrupt change, the right front motor can be controlled to provide torque to the right front wheel at maximum output torque, while the right rear motor can be controlled to not output torque to the right rear wheel. Since the drive torque applied to the right wheel is lower than when the vehicle is not on the road abrupt change, the torque applied to the left wheel can be reduced accordingly.

[0143] For example, as shown in Figure 5(e), at time b, the torque Td 2b It can be zero, while the torque Td 4b It can be equal to the torque T lim At time c, the torque Td 4c It can be zero, while the torque Td 2c It can be equal to the torque T lim Additionally, in torque Td 3b and torque Td 3c With torque Td 3a Under the condition of keeping it constant, torque Td 1b and Td 1c It can be less than the torque Td 1a .

[0144] In other embodiments, by controlling the torque outputs of the left front motor and the right front motor to be inconsistent, an additional yaw moment can be generated on the front axle of the vehicle; similarly, by controlling the torque outputs of the left rear motor and the right rear motor to be inconsistent, an additional yaw moment can be generated on the rear axle of the vehicle.

[0145] Assume Td 2a With torque Td 4a The sum is less than T lim For example, when a vehicle passes through a sudden change in road surface, there is no need to adjust the torque applied to the left wheel; when the right front wheel passes through a sudden change in road surface, the torque applied to the right rear wheel can be increased, thereby applying an additional yaw moment to the rear axle to overcome the unexpected yaw moment; and when the right rear wheel passes through a sudden change in road surface, the torque applied to the right front wheel can be increased, thereby applying an additional yaw moment to the front axle to overcome the unexpected yaw moment, as shown in Figure 5(f).

[0146] For example, Figure 6 is a schematic diagram of another scenario where a vehicle passes through a sudden change in road surface, according to an embodiment of this application.

[0147] Similar to Figure 5, the vehicle in Figure 6 also adopts a four-electric system configuration; however, unlike Figure 5, in Figure 6, it is assumed that the vehicle decelerates as it passes through the sudden change in road surface.

[0148] Figures 6(a) through (c) show the relative position of the vehicle to the road surface change at different times. Figure 6(d) shows an example of the torque output of a portion of the vehicle's drive motors during the time from before the vehicle enters the road surface change until the vehicle exhibits the road surface change.

[0149] For example, in Figure 6, it is assumed that the braking torque required to be applied to both the left and right wheels during vehicle operation is Tb*, and this braking torque is provided by the motor (for example, when the energy recovery function is enabled, the corresponding motor can provide negative torque to the wheels).

[0150] In some embodiments, referring to Figures 6(a) to (d), before the vehicle enters the road surface change, the left front motor and the right front motor can provide braking torque Tb* to the left front wheel and the right front wheel, respectively, while the two motors located at the rear end can not provide braking torque to the rear wheels; that is, energy recovery is performed by the front motors while the rear motors do not participate in energy recovery. Before the right front wheel enters the road surface change / when it begins to enter the road surface change, the braking torque Tb* that needs to be applied to the right wheel can be transferred from the right front motor to the right rear motor, while keeping the braking torque output by the left front motor unchanged. After the right front wheel exits the road surface change, the distribution of braking torque between the right front motor and the right rear motor can be restored to the state before the vehicle passed through the road surface change.

[0151] In some embodiments, energy recovery can be performed by the rear motor before the vehicle enters the road surface change, while the front motor does not participate in energy recovery. Similar to Figure 6(d), before / at the beginning of the right rear wheel enters the road surface change, the braking torque Tb* to be applied to the right wheel can be transferred from the right rear motor to the right front motor, while keeping the braking torque output by the left rear motor unchanged. After the right rear wheel has passed the road surface change, the distribution of braking torque between the right front motor and the right rear motor can be restored to the state before the vehicle passed the road surface change.

[0152] For example, Figure 7 is a schematic diagram of another scenario where a vehicle passes through a sudden change in road surface, as provided in an embodiment of this application.

[0153] Similar to Figure 6, in Figure 7, it is assumed that the vehicle decelerates as it passes the sudden change in road surface; unlike Figures 5 and 6, in Figure 7, the vehicle adopts a three-electric system configuration, which can correspond to vehicle 30.

[0154] Figures 7(a) through (c) show the relative position of the vehicle to the road surface change at different times. Figure 7(d) shows an example of the distribution of braking torque to the right wheel of the vehicle during the time from before the vehicle enters the road surface change until the vehicle exhibits the road surface change.

[0155] For example, in Figure 7, it is assumed that the driving torque required to be applied to both the left and right wheels of the vehicle during operation is a braking torque Tb*. This braking torque can be provided by an electric braking mechanism and / or a hydraulic braking mechanism.

[0156] Referring to Figures 7(a) and (d), before the vehicle enters the road surface abrupt change (e.g., at time #0), the left and right rear motors can respectively provide braking torque Tb* to the two rear wheels, while the front motor does not provide braking torque to the front wheels; that is, energy recovery is performed by the rear motors while the front motors do not participate in energy recovery. When it is predicted that the right wheel will pass through the road surface abrupt change, the hydraulic braking system can be pre-charged.

[0157] Referring to Figures 7(b) and (d), before the right front wheel enters the road surface change, the hydraulic braking mechanism and / or the front motor do not apply torque to the two front wheels; during the right front wheel's passage through the road surface change, even if the state of the hydraulic braking mechanism and / or the front motor does not change, there is no torque difference between the left and right front wheels, so it can be considered that the vehicle has no risk of instability and there is no need to transfer torque between the motors.

[0158] Referring to Figures 7(c) and (d), before / at the start of the right rear wheel entering the road surface change, a hydraulic braking torque Tb* can be applied to the right front wheel to compensate for the loss of braking force caused by the right rear wheel passing through the road surface change. During the right rear wheel's passage through the road surface change, the braking torque output by the left rear motor can remain constant. For the right rear motor, its output torque can be reduced during the right rear wheel's passage through the road surface change; when the right rear wheel exits the road surface change, its output braking torque can be restored to the state before the vehicle passed through the road surface change. Furthermore, since the right rear wheel experiences a loss of braking force when passing through the road surface change, some possible implementations also maintain a constant output braking torque during the right rear wheel's passage through the road surface change.

[0159] For example, Figure 8 is a schematic diagram of another scenario where a vehicle passes through a sudden change in road surface, according to an embodiment of this application.

[0160] Similar to Figure 7, the vehicle in Figure 8 also adopts a three-electric system configuration; however, unlike Figure 7, in Figure 8, it is assumed that the vehicle passes through the sudden change in road surface at a constant speed / acceleration.

[0161] Figures 8(a) through (c) show the relative position of the vehicle to the road surface change at different times. Figure 8(d) shows an example of how the drive torque is distributed to the right wheel of the vehicle during the time from before the vehicle enters the road surface change until the vehicle exhibits the road surface change.

[0162] For example, in Figure 8, it is assumed that the driving torque that needs to be applied to the left wheel and the right wheel of the vehicle during the vehicle's operation is both driving torque Td*.

[0163] In some embodiments, referring to (a) to (d) in Figure 8, before the vehicle enters the road surface change (e.g., at time #0), the left and right rear motors can provide drive torque Td* to the left and right rear wheels respectively, while the front motors may not provide drive torque to the left and right front wheels. Before the right rear wheel enters the road surface change / when it begins to enter the road surface change, the drive torque Td* that needs to be applied to the right wheel can be transferred from the right rear wheel to the right front wheel; since the front motors drive both the left and right front wheels simultaneously, correspondingly, the drive torque Td* that needs to be applied to the left wheel can be transferred from the left rear wheel to the left front wheel. After the right rear wheel exits the road surface change, the torque distribution of each motor can be restored to the state before the vehicle passed through the road surface change.

[0164] For example, Figure 9 is a schematic diagram of another scenario where a vehicle passes through a sudden change in road surface, as provided in an embodiment of this application.

[0165] Similar to Figure 7, in Figure 9, it is assumed that the vehicle passes the sudden change in road surface by deceleration; however, unlike Figure 7, in Figure 9, the vehicle adopts a single-motor configuration, which can correspond to vehicle 10.

[0166] Figures 9(a) through (c) show the relative position of the vehicle to the road surface change at different times. Figure 9(d) shows an example of the distribution of braking torque to the right wheel of the vehicle during the time from before the vehicle enters the road surface change until the vehicle exhibits the road surface change.

[0167] For example, in Figure 9, it is assumed that the torque that needs to be applied to the left wheel and the right wheel of the vehicle during the vehicle's operation is the braking torque Tb*.

[0168] Referring to Figures 9(a) to 9(d), before the vehicle passes the road surface abrupt change, the rear motor can provide braking torque Tb* to each of the two rear wheels; that is, the vehicle's braking torque can come entirely from the energy recovery function. During the passage of the right rear wheel through the road surface abrupt change, the braking force applied to that wheel may be lost; this can be compensated for by applying hydraulic braking torque Tb* to the right front wheel through a hydraulic braking mechanism. After the right rear wheel exits the road surface abrupt change, the braking torque applied to the right wheel can be restored to its state before the vehicle entered the abrupt change.

[0169] For example, Figure 10 is a schematic diagram of another scenario where a vehicle passes through a sudden change in road surface, according to an embodiment of this application.

[0170] Similar to Figure 9, the vehicle in Figure 10 also adopts a single-motor configuration; however, unlike Figure 9, in Figure 10, it is assumed that the vehicle passes through the sudden change in road surface at a constant speed / acceleration.

[0171] Figures 10(a) through (c) show the relative position of the vehicle to the road surface change at different times. Figure 10(d) shows an example of the distribution of braking torque on the left front wheel of the vehicle during the time from before the vehicle enters the road surface change until the vehicle exhibits the road surface change.

[0172] For example, in Figure 10, it is assumed that the torque that needs to be applied to the left wheel and the right wheel of the vehicle during the vehicle's operation is the driving torque Td*.

[0173] Referring to (a) to (d) in Figure 10, before the vehicle passes through the road surface abrupt change (e.g., at time #0), the rear motor can provide drive torque Td* to each of the two rear wheels. If it is predicted that the right front wheel will pass through the road surface abrupt change before it enters the abrupt change, the hydraulic braking system can be pre-charged. If it is only known that the vehicle has entered the road surface abrupt change when the right front wheel enters the abrupt change (e.g., based on changes in suspension height to determine whether the vehicle's wheels will pass through a certain road surface abrupt change), the hydraulic braking system can be pre-charged when the right front wheel passes through the abrupt change. Before the right rear wheel enters the road surface abrupt change / when it begins to enter the abrupt change, the motor output can be maintained to ensure vehicle movement. Since the road surface abrupt change will cause a loss of longitudinal force on the right rear wheel, to control vehicle stability, a hydraulic braking torque Tb can be applied to the left front wheel to prevent the vehicle from becoming unstable due to uneven torque on the left and right wheels. For example, Tb can be equal in value to Td* but in opposite directions.

[0174] For example, Figure 11 is a schematic diagram of another scenario where a vehicle passes through a sudden change in road surface, as provided in an embodiment of this application.

[0175] Similar to Figure 5, in Figure 11, it is assumed that the vehicle passes through the sudden change in road surface at a constant speed / acceleration; however, unlike Figure 5, in Figure 11, the vehicle adopts a dual-motor configuration.

[0176] Figures 11(a) through (c) show the relative position of the vehicle to the road surface change at different times. Figure 11(d) shows an example of the distribution of braking torque on the left front wheel of the vehicle during the time from before the vehicle enters the road surface change until the vehicle exhibits the road surface change.

[0177] Referring to (a) and (d) in Figure 11, before the vehicle passes through the sudden change in road surface (e.g., time #0), the front motor can apply drive torques T1 and T2 to the left front wheel and the left rear wheel, respectively, and the rear motor can apply drive torques T3 and T4 to the left rear wheel and the right rear wheel, respectively.

[0178] Assumptions: The sum of torques T1 and T2 is equal to the sum of torques T3 and T4; the sum of torques T1 to T4 (i.e., T1+T2+T3+T4) is less than the output capacity of the front motor and also less than the output capacity of the rear motor.

[0179] Referring to Figures 11(b) and (d), before / when the right front wheel enters the road surface change, the torque T2 that needs to be applied to the right front wheel can be transferred to the right rear wheel; correspondingly, since the vehicle adopts a two-electric mechanism configuration, the torque T1 that needs to be applied to the left front wheel can be transferred to the left rear wheel.

[0180] Referring to (c) and (d) in Figure 11, after the right front wheel exits a road surface change, before the right front wheel enters the road surface change or when it begins to enter the road surface change, all the torque that needs to be applied to the right rear wheel can be transferred to the right front wheel; since the vehicle adopts a two-electric mechanism configuration, correspondingly, all the torque that needs to be applied to the left rear wheel can be transferred to the left front wheel.

[0181] Referring to (d) in Figure 11, after the right rear wheel exits a road surface abrupt change, the distribution of drive torque can be restored to the state before the vehicle passed through the road surface abrupt change.

[0182] The above, combined with Figures 5 to 11, exemplifies several scenarios involving vehicles with different electrical configurations passing over sudden road changes, assuming the longitudinal force of the passing wheel is completely lost. In real-world scenarios, the longitudinal force of the passing wheel may be partially lost when it passes over a sudden road change; by using torque transfer to address unexpected yaw torque, a portion of the torque applied to the passing wheel can be transferred to other wheels.

[0183] For example, Figure 12 is a schematic flowchart of a control method provided in an embodiment of this application. The method 1200 can be executed by a control device (e.g., a computing platform 150), or by a unit or module within the control device, or by a processor (e.g., processor 15n), processing circuit, or chip within the control device, or by a system or vehicle equipped with the control device. The method 1200 may include the following steps:

[0184] S1210, obtain characteristic information of road surface mutations.

[0185] In one example, a road surface abrupt change can include road surface bumps. For example, speed bumps, or localized uplifts of the road surface caused by heat or pressure.

[0186] In another example, abrupt changes in road surface can include road surface depressions, such as localized potholes on the road.

[0187] For example, the characteristic information of a road surface abrupt change may include at least one of the following: the length of the road surface abrupt change, the width of the road surface abrupt change, the height difference between the road surface abrupt change and the normal road surface, and the height change trend of the road surface abrupt change. For example, the characteristic information such as the length of the road surface abrupt change can be obtained based on data collected by a sensing sensor. Another example is that the height difference between the road surface abrupt change and the normal road surface can be determined based on the height change of the suspension. Yet another example is that the height and other characteristic information of different types of speed bumps can be preset; during vehicle operation, the type of speed bump to be passed can be determined based on data collected by the sensing sensor, and the corresponding characteristic information of the speed bump can be retrieved.

[0188] S1220, Based on the feature information and the first correspondence, predict the unexpected yaw moment that the vehicle will experience when the first set of wheels passes through the sudden change in road surface.

[0189] The vehicle may include the first set of wheels described above, and may also include a second set of wheels. The first set of wheels may include at least one wheel, and the second set of wheels may also include at least one wheel; the second set of wheels may be on a normal road surface when the first set of wheels experiences a sudden change in road surface. For example, in Figure 5(b), the first set of wheels may include the right front wheel, and the second set of wheels may include the right rear wheel, the left front wheel, and the left rear wheel. As another example, in Figure 5(c), the first set of wheels may include the right rear wheel, and the second set of wheels may include the right front wheel, the left front wheel, and the left rear wheel. As yet another example, when both front wheels simultaneously pass over a speed bump, the first set of wheels may include the left front wheel and the right front wheel, and the second set of wheels may include the left rear wheel and the right rear wheel.

[0190] For example, when a wheel encounters a sudden change in road surface, the driving / braking force that can be applied to the vehicle at that wheel will suddenly decrease or even disappear; if the force and motion of other wheels remain unchanged, the sudden decrease in the driving / braking force applied to this wheel will cause the vehicle to be subjected to a yaw moment, i.e., an unexpected yaw moment.

[0191] In one example, this first correspondence can be represented as a functional relationship between the characteristic information of road surface abrupt changes and the unexpected yaw moment. For instance, during the vehicle development and testing phase, vehicle manufacturers can manipulate the vehicle to pass through road surface abrupt changes of different lengths / widths / types at different speeds and record the yaw moment experienced by the vehicle when passing through the abrupt change; they can then combine the test results to fit an empirical function. As another example, when a user controls the vehicle, they can predict the unexpected yaw moment that the vehicle's first set of wheels will experience when passing through the road surface abrupt change based on the perceived characteristic information of the abrupt change and this empirical function.

[0192] In another example, this first correspondence can be obtained by looking up a table. For instance, based on the characteristic information of road surface changes and combined with Table 1, the contribution of each passing wheel pair in the first group of wheels to the unexpected yaw moment can be predicted, thereby determining the unexpected yaw moment experienced by the vehicle when the first group of wheels passes through the road surface change.

[0193] For example, the first correspondence may be stored in the vehicle's memory before the vehicle leaves the factory. Alternatively, it may be set on a cloud server, and the vehicle can obtain / update the first correspondence through communication with the cloud server.

[0194] For example, the prediction of unexpected yaw moment can be referred to the relevant description in step S403.

[0195] S1230, at the first moment, controls the torque applied to the second set of wheels when the first set of wheels passes through a sudden change in road surface, based on the unexpected yaw moment.

[0196] The first moment can be no later than the time when the first set of wheels passes through the road surface abrupt change. For example, this first moment can be before the first set of wheels enters the road surface abrupt change; accordingly, the torque applied to each wheel can be adjusted before the first set of wheels enters the abrupt change to avoid the vehicle being subjected to unexpected yaw moments when the first set of wheels passes through the abrupt change. Alternatively, the first moment can be the moment when the first set of wheels enters the road surface abrupt change. Or, for example, when the characteristic information of the road surface abrupt change is determined based on the suspension height, the torque applied to the second set of wheels can be adjusted according to the predicted unexpected yaw moments when the first set of wheels is detected passing through the abrupt change.

[0197] For example, referring to Figures 5(a) and (b), the right front wheel is in a sudden road surface change at time b, while the right rear wheel, left front wheel, and left rear wheel are on a normal road surface. In this scenario, the first set of wheels may include the right front wheel, and the second set of wheels may include the right rear wheel, left front wheel, and left rear wheel. For example, referring to Figure 5(d), the torque applied to the right rear wheel can be adjusted based on the unexpected yaw moment, while the torque applied to the left front wheel and left rear wheel remains constant. As another example, referring to Figure 5(e), the torque applied to the right rear wheel and left front wheel can be adjusted based on the unexpected yaw moment, while the torque applied to the left rear wheel remains constant.

[0198] In this embodiment, based on the acquisition of characteristic information of road surface changes, and by combining a first correspondence, the unexpected yaw moment that the vehicle will experience can be known before the first set of wheels enters the road surface change. Since the second set of wheels is on the normal road surface when the first set of wheels passes through the road surface change, the torque applied to the second set of wheels by the first set of wheels when passing through the road surface change is adjusted according to the unexpected yaw moment, no later than the time when the first set of wheels passes through the road surface change. This adjustment of the torque of the second set of wheels can eliminate the unexpected yaw moment, thereby preventing the vehicle from becoming unstable due to the unexpected yaw moment. Compared to the traditional approach that intervenes only after the vehicle becomes unstable, the solution in this embodiment, by determining the torque distribution of each wheel in advance, can actively intervene to eliminate the potential instability risk when the vehicle passes through the road surface change, thereby enabling the vehicle to pass through the road surface change smoothly.

[0199] In some possible implementations, predicting the unexpected yaw moment experienced by the vehicle when the first group of wheels passes through a road surface abrupt change based on the characteristic information of the road surface abrupt change and the first correspondence can include: predicting the degree of longitudinal force loss of the first group of wheels when passing through the road surface abrupt change based on the characteristic information; and determining the unexpected yaw moment based on the degree of loss. For example, based on the characteristic information of the road surface abrupt change and in conjunction with Table 2, the degree of longitudinal force loss of each wheel in the first group of wheels when passing through the road surface abrupt change can be determined, and the unexpected yaw moment experienced by the vehicle can be calculated based on this.

[0200] Since the longitudinal force on the wheels varies under different working conditions, in this embodiment, the degree of longitudinal force loss of the first group of wheels is predicted based on the feature information of road surface abrupt changes. This allows for accurate determination of the deviation between the actual longitudinal force and the expected longitudinal force of the first group of wheels under different working conditions, thereby enabling the acquisition of accurate unexpected yaw moment under different working conditions, which is beneficial to improving the accuracy of the solution.

[0201] For example, a vehicle may include a first wheel, a second wheel, a third wheel, and a fourth wheel. The first wheel and the second wheel may be arranged side by side on one side of the vehicle, and the third wheel and the fourth wheel may be arranged on the other side of the vehicle; the first wheel may be coaxially arranged with the third wheel, and the second wheel may be coaxially arranged with the fourth wheel.

[0202] In some possible implementations, the first wheel may belong to the first group of wheels; at least one of the second, third, and fourth wheels may belong to the second group of wheels.

[0203] For example, for the same vehicle, the first wheel may correspond to different wheels at different times.

[0204] For example, referring to Figure 5(b), the first set of wheels may include the right front wheel, which may correspond to the first wheel; correspondingly, the right rear wheel may correspond to the second wheel, the left front wheel may correspond to the third wheel, and the left rear wheel may correspond to the fourth wheel; in this scenario, the second set of wheels may include the left front wheel, the left rear wheel, and the right rear wheel. As another example, referring to Figure 5(c), the first set of wheels may include the right rear wheel, which may correspond to the first wheel; correspondingly, the right front wheel may correspond to the second wheel, the left rear wheel may correspond to the third wheel, and the left front wheel may correspond to the fourth wheel; in this scenario, the second set of wheels may include the right front wheel, the left front wheel, and the left rear wheel.

[0205] In some possible implementations, the vehicle may include a first motor and a second motor; the first motor may be used to provide torque to at least one wheel, including a first wheel, and the second motor may be used to provide torque to at least one wheel, including a second wheel. For example, referring to Figure 5(b), the right front motor may correspond to the first motor, and the right rear motor may correspond to the second motor. As another example, in Figure 7(b), the front motor may correspond to the first motor, and the right rear motor may correspond to the second motor; in this scenario, the first motor may also be used to provide torque to a third wheel.

[0206] In some possible implementations, the vehicle may also include a third motor and / or a fourth motor; the third motor may be used to provide torque to a third wheel, and the fourth motor may be used to provide torque to a fourth wheel. For example, in Figure 6(b), the left rear wheel may correspond to the fourth wheel, and the left rear motor may correspond to the fourth motor. As another example, in Figure 6(c), the left rear wheel may correspond to the third wheel, and the left rear motor may correspond to the third motor.

[0207] In other words, the motor used to provide torque to the third wheel can be either the first motor or the third motor. Specifically, when the vehicle uses the same motor to provide torque to both the first and third wheels, the motor providing torque to the third wheel can correspond to the first motor, as in certain scenarios of single-motor, dual-motor, and three-motor systems. When the vehicle uses two different motors to provide torque to the first and third wheels respectively, the motor providing torque to the third wheel can correspond to the third motor, as in certain scenarios of fourth-motor and three-motor systems. Similarly, the motor used to provide torque to the fourth wheel can be either the second motor or the fourth motor.

[0208] In some possible implementations, at a second moment, the vehicle provides a first torque to the first wheel via the first motor, and this second moment can be earlier than the time when the first wheel passes through a sudden change in road surface. At the first moment, controlling the torque applied to the second set of wheels when the first set of wheels passes through a sudden change in road surface based on an unexpected yaw moment can include: determining a first transfer torque based on the unexpected yaw moment; and at the first moment, controlling the transfer of the first transfer torque from the first motor to the second motor, such that the second motor provides a second torque to the second wheel, with the first moment later than the second moment.

[0209] Since the second wheel and the first wheel are on the same side of the vehicle, in this embodiment, the torque applied to the second wheel can be adjusted by the torque transfer between the first motor and the second motor. On the one hand, this method can be well applied to vehicles with different motor configurations. On the other hand, for vehicles with certain motor configurations (such as four-motor configurations or three-motor configurations), the unexpected yaw torque can be eliminated with minimal or no adjustment to the torque applied to the other wheel, which helps to reduce control complexity.

[0210] In some embodiments, the first transfer torque that needs to be transferred from the first motor to the second motor can be determined based on the specific value of the unexpected yaw moment. The following example, shown in Figure 6, provides an illustrative illustration.

[0211] Referring to Figures 6(a) and (d), before the vehicle enters a sudden change in road surface (e.g., time #0), the braking torque applied to the right front wheel is Tb*, and the braking torque applied to the right rear wheel is 0. Since the right front wheel is on a normal road surface at this time, the actual longitudinal force of the right front wheel can be equal to the expected longitudinal force (denoted as Fb*) corresponding to the braking torque Tb*. Since it is predicted that the longitudinal force of the right front wheel will be lost when it passes through the sudden change in road surface, if the torque applied to each wheel is not adjusted, the lost longitudinal force (denoted as F') will cause the vehicle to experience an unexpected yaw moment; numerically, this unexpected yaw moment can be equal to the product of the lost longitudinal force F' and the distance between it and the vehicle's center of gravity. Furthermore, based on this unexpected yaw moment, it can be seen that if a longitudinal force of magnitude F' is added to the right rear wheel, the unexpected yaw of the vehicle when the right front wheel passes through the sudden change in road surface can be avoided.

[0212] Referring to Figures 6(b) and (d), since the longitudinal force of the right front wheel will be completely lost when it passes through a sudden change in road surface (i.e., Fb* = F'), in order to reduce the complexity of control, when the right front wheel passes through a sudden change in road surface, it is not necessary to provide braking torque to the right front wheel, but to provide braking torque Tb* to the right rear wheel, so that the actual longitudinal force at the right rear wheel is Fb*, thereby avoiding the vehicle from yawing unexpectedly when the right front wheel passes through a sudden change in road surface.

[0213] The process of change from (a) to (b) in Figure 6 above illustrates the transfer of all the braking torque Tb* output by the right front motor to the right rear motor; correspondingly, the torque changes of the right front motor and the right rear motor can be shown in (d) of Figure 6. In this example, when the right front wheel corresponds to the first wheel, time #0 can correspond to the second time, the first torque can be Tb*, time #1 can be the time when the torque transfer begins, the time when the torque transfer ends can correspond to the first time, the first transferred torque can be Tb*, and the second torque can be Tb*.

[0214] In other embodiments, the first transfer torque can be determined based on the unexpected yaw moment and the capabilities of each actuator. The scenario shown in Figure 5 is used as an example for illustration below.

[0215] Referring to (a) and (e) in Figure 5, the torque applied to the right front wheel and right rear wheel before the vehicle enters the road surface abrupt change (e.g., at time a) is Td. 2a and Td 4a (Based on the assumptions in Figure 5, Td) 2a equals Td 4a Since the right-side wheels are both on the normal road surface at this time, the actual longitudinal force on the right front wheel can be equal to the torque Td. 2a The corresponding expected longitudinal force (denoted as Fd) 2a The actual longitudinal force on the right rear wheel can be equal to the torque Td.4a The corresponding expected longitudinal force (denoted as Fd) 4a Since the right front wheel loses its longitudinal force when passing through a sudden change in road surface, if the torque output by each motor at time b is still the same as at time a, the lost longitudinal force F' will cause the vehicle to be subjected to an unexpected yaw moment. Based on this unexpected yaw moment, it can be determined that if a longitudinal force of magnitude F' is added to the right rear wheel, the unexpected yaw of the vehicle when the right front wheel passes through a sudden change in road surface can be avoided.

[0216] Assuming the output capacity of the right rear motor (i.e., torque T) lim Less than torque (Td) 2a +Td 4a That is, less than the torque Td 2a With torque Td 4a The sum. Limited by the output capacity of the right rear motor, the longitudinal force (denoted as Fs) that can be further supplemented to the right rear wheel will be less than F'; for example, the product of the longitudinal force Fs and the wheel radius can be equal to the torque (T). lim -Td 2a ), that is, torque T lim With torque Td 2a difference.

[0217] Referring to Figures 5(b) and (e), when the right front wheel encounters a sudden change in road surface (e.g., at time b), it is not necessary to provide torque to the right front wheel; instead, torque T can be provided to the right rear wheel. lim The upcoming torque Td 2a Part of (T) lim -Td 2a The torque is transferred to the right rear motor, so that the right rear motor can apply torque T to the right rear wheel at time b. lim Because the total torque of the right wheel is composed of torque (Td) 2a +Td 4a Reduced to torque T lim This allows for a corresponding reduction in the torque of the left front motor.

[0218] During the transition from (b) to (b) in Figure 5 above, the torque transferred from the right front motor to the right rear motor will be less than the torque output by the right front motor before the vehicle enters the road surface abruptly. Correspondingly, the torque changes of the right front motor, right rear motor, and left front motor can be shown in Figure 5 (e). In this example, when the right front wheel corresponds to the first wheel, time a can correspond to the second time, and the first torque can be torque Td. 2a The first transfer torque can be torque (T) lim -Td 2a The second torque can be T. lim .

[0219] In some possible implementations, the first threshold can be the maximum torque that the second motor can apply to the second wheel. At a second moment, the vehicle can also provide a third torque to the second wheel via the second motor. When the sum of the first torque and the third torque is greater than the first threshold, the second torque can be less than or equal to the first threshold; and when the sum of the first torque and the third torque is less than or equal to the first threshold, the second torque can be equal to the sum of the first torque and the third torque.

[0220] For example, referring to (a) and (b) in Figure 5, with the right front wheel corresponding to the first wheel and time a corresponding to the second time, the torque Td of the right front motor at time a is... 2a This can correspond to the first torque, the torque Td applied to the right rear wheel by the right rear motor at time a. 4a This corresponds to the third torque, the output capacity of the right rear motor (i.e., torque T). lim This can correspond to the first threshold. For example, referring to (d) in Figure 5, at torque Td... 2a With torque Td 4a When the sum does not exceed the output capacity of the right rear motor, i.e., torque (Td) 2a +Td 4a Less than or equal to torque T lim At that time, the torque Td applied to the right front wheel by the right front motor at time a can be... 2a All torque is transferred to the right rear motor, causing the right rear motor to apply torque (Td) to the right rear wheel at time b. 2a +Td 4a For example, referring to (e) in Figure 5, at torque Td 2a With torque Td 4a When the sum exceeds the output capacity of the right rear motor, i.e., torque (Td) 2a +Td 4a (greater than torque T) lim At time b, the torque applied by the right motor to the right rear wheel can be equal to the torque T. lim It can even be less than the torque T lim .

[0221] In this embodiment, within the capability limits of the second motor, the torque applied to the first wheel at the second moment is transferred to the second wheel as much as possible. This helps the vehicle maintain its driving state before entering the road surface change when passing through the change, helps maintain the consistency of the vehicle's driving state, and can reduce the discomfort caused to the user by the sudden change in vehicle speed / acceleration.

[0222] In some embodiments, the first threshold may be related to the motor speed and may vary with the motor speed. For example, if the output power of the motor remains constant, the torque that the motor can output will decrease as the speed increases; that is, the first threshold will decrease as the speed increases.

[0223] In some other embodiments, the third torque can be zero, meaning that at the second moment, the second motor can output zero torque to the second wheel (or in other words, no torque is output to the second wheel). For example, referring to Figures 6(a), (b), and (d), the right rear motor does not apply torque to the right rear wheel before the vehicle enters a sudden change in road surface.

[0224] In some possible implementations, if the sum of the first torque and the third torque is greater than a first threshold, the total torque applied to the third and fourth wheels at the first moment can be less than the total torque applied to the third and fourth wheels at the second moment. For example, referring to Figures 5(a), (b), and (e), the total torque applied to the right wheel at time b will be less than the total torque applied to the right wheel at time a, i.e., torque T lim Less than torque (Td) 2a +Td 4a Correspondingly, the torque output by the left front motor at time b can also be reduced accordingly, so that the total torque of the left wheel can be reduced from the torque (Td). 2a +Td 4a Reduced to torque T lim In this example, time a can correspond to the second time, time b can correspond to the first wheel, the right front wheel can correspond to the first wheel, the left front wheel can correspond to the third wheel, and the left rear wheel can correspond to the fourth wheel.

[0225] In this embodiment of the application, when the sum of the first torque and the third torque exceeds the torque that the second motor can provide to the second wheel, the total torque applied to one side of the third wheel is reduced, and the unexpected yaw moment can be overcome by coordinating the longitudinal forces applied to the left and right wheels.

[0226] In some possible implementations, the vehicle can provide torque to the third wheel via a third motor; the second motor can also be used to provide torque to the fourth wheel. The method may further include: controlling the torque provided by the third motor to the third wheel at a first moment based on a first transfer torque. For example, referring to Figures 8(b), (c), and (d), after the right front wheel of the vehicle passes a road surface abrupt change, if it is predicted that the right rear wheel will also pass a road surface abrupt change, the right rear wheel can correspond to the first wheel, and the left rear wheel can correspond to the third wheel; the torque Td* applied to the right rear wheel by the right rear motor can be transferred to the front motor, so that the front motor can apply torque Td* to the right front wheel when the right rear wheel passes a road surface abrupt change. Similarly, the torque Td* applied to the left rear wheel can also be transferred to the front motor, so that the front motor can apply torque Td* to the left front wheel when the right rear wheel passes a road surface abrupt change.

[0227] In this embodiment, since the second motor is also used to provide torque to the fourth wheel, controlling the torque provided by the third motor to the third wheel when the first wheel encounters a sudden change in road surface according to the first transfer torque is beneficial for simultaneously controlling the third motor to reduce its torque output when the first motor reduces its torque output. In particular, for vehicles using a three-electric system, when the torque provided by the second motor to the second and fourth wheels is the same or similar, coordinating the torque output of the first and third motors can effectively maintain stable vehicle operation.

[0228] In some possible implementations, the vehicle can provide torque to the fourth wheel via a fourth motor; the first motor can also be used to provide torque to the third wheel. The method may further include controlling the torque provided by the fourth motor to the fourth wheel at a first moment, based on a first transfer torque. For example, for vehicle 30, since motor 37 simultaneously outputs torque to wheels 31 and 32, if it is predicted that the right front wheel 32 will encounter a sudden change in road surface, the torque applied by motor 37 to the right front wheel 32 can be transferred to motor 39, and the torque applied by motor 37 to the left front wheel 31 can be transferred to motor 38.

[0229] In this embodiment, since the first motor is also used to provide torque to the third wheel, determining the torque provided by the fourth motor to the fourth wheel when the first wheel encounters a sudden change in road surface based on the first transfer torque is beneficial for synchronously controlling the fourth motor to increase torque output when the second motor increases torque output. In particular, for vehicles using a three-electric system, when the torque provided by the first motor to the first and third wheels is the same or similar, coordinating the torque output of the second and fourth motors can effectively maintain stable vehicle operation.

[0230] In some possible implementations, the vehicle can provide torque to the third wheel via a third motor and to the fourth wheel via a fourth motor. The torque applied to the third wheel at the first moment can be equal to the torque applied to the third wheel at the second moment; similarly, the torque applied to the fourth wheel at the first moment can be equal to the torque applied to the third wheel at the second moment. For example, referring to Figure 5(d), during the process of the vehicle passing through this road surface abrupt change (e.g., between time #0 and time #3), the total torque applied to the right wheel of the vehicle can remain constant; correspondingly, there is no need to adjust the torque applied to the left wheel of the vehicle.

[0231] In this embodiment, since the first to fourth wheels are driven by different motors, by controlling the transfer of torque between the first and second motors and keeping the torque output of the third and fourth motors constant, it is possible to maintain the vehicle's motion state while eliminating unexpected yaw moments, and it also helps to reduce the complexity of control.

[0232] In some possible implementations, the vehicle can provide torque to the fourth wheel via a fourth motor; torque can be provided to the third wheel via a first or third motor; the third and fourth wheels can belong to the second group of wheels. At a first moment, controlling the torque applied to the second group of wheels by the first group of wheels when they encounter a sudden change in road surface, based on the unexpected yaw moment, can include: at a first moment, controlling the second and fourth motors to generate a torque difference when the first group of wheels encounters a sudden change in road surface, based on the unexpected yaw moment. For example, for vehicle 40, when the torques output by motors 48 and 49 differ, an additional yaw moment can be generated at the rear axle of the vehicle; during the process of the right front wheel encountering a sudden change in road surface, based on the predicted unexpected yaw moment, motors 48 and 49 can be controlled to generate a corresponding torque difference to overcome the unexpected yaw moment.

[0233] In this embodiment, since the second wheel and the fourth wheel are driven by the second motor and the fourth motor respectively, the longitudinal forces at the second wheel and the fourth wheel will be different when there is a torque difference between the second motor and the fourth motor. Based on the unexpected yaw moment, the torque difference between the second motor and the fourth motor is determined so that the yaw moment exerted on the vehicle by the longitudinal force difference at the second wheel and the fourth wheel can resist the unexpected yaw moment, thereby maintaining stable vehicle driving.

[0234] In some possible implementations, the vehicle may include a hydraulic braking system, which may include a pressurizing device and a fluid inlet line; the pressurizing device may be used to regulate the pressure of the brake fluid in the fluid inlet line to control the braking force applied to the vehicle. The method may also include: controlling the pressurizing device to actuate to increase the pressure of the brake fluid in the fluid inlet line before the first wheel passes a sudden change in road surface.

[0235] For example, in a hydraulic braking system, when the inlet valve is open and the master cylinder or other pressure boosting devices are activated, brake fluid can flow from the boosting devices through the inlet lines to the wheel cylinders, enabling the brake calipers to provide braking force to the vehicle. When the inlet valve is closed, the brake fluid in the inlet lines is blocked from flowing to the wheel cylinders, and the pressure of the brake fluid in the inlet lines will increase accordingly. If a sudden change in road surface is anticipated, the hydraulic braking system can be pre-charged to increase the pressure in the inlet lines, thereby shortening the response time of the hydraulic system.

[0236] In this embodiment, before the first set of wheels encounters a sudden change in road surface, the pressure in the inlet line of the hydraulic braking system is increased. On the one hand, for situations requiring adjustment of the braking torque applied to the wheels, pre-pressurizing the inlet line can significantly improve the response speed of the hydraulic braking system and greatly shorten its response time. On the other hand, it can also provide a safety net for potential instability risks when the vehicle encounters a sudden change in road surface. For example, if there is a failure / malfunction in responding to unexpected yaw moments, when the vehicle instability triggers the ESC system, the hydraulic braking system, having pre-pressurized, can quickly respond to the ESC system's commands, thereby effectively ensuring the vehicle's driving stability.

[0237] In some possible implementations, the first motor provides braking torque to the first wheel before the first wheel passes through a road surface abrupt change. Determining the torque applied to at least one of the second, third, and fourth wheels when the first wheel passes through the road surface abrupt change, based on the unexpected yaw moment, may include: determining a second transfer torque based on the unexpected yaw moment; and controlling the hydraulic braking system to provide braking force to at least one of the second, third, and fourth wheels based on the second transfer torque when the first wheel passes through the road surface abrupt change.

[0238] For example, the second transfer torque can be understood as the braking torque applied by the first motor to the first wheel, which is then transferred to the braking torque applied by the hydraulic braking system to the other wheels. As another example, referring to Figures 7(b), (c), and (d), after the right front wheel passes a sudden change in road surface, if it is predicted that the right rear wheel will also pass through the sudden change, the right rear wheel can correspond to the first wheel; during the process of the right rear wheel passing through the sudden change in road surface, to ensure the braking torque applied to the right wheel of the vehicle, a hydraulic braking torque can be applied to the right front wheel through the hydraulic braking system. As another example, referring to Figures 9(b), (c), and (d), during the process of the right rear wheel passing through a sudden change in road surface, to ensure the braking torque applied to the right wheel of the vehicle, a hydraulic braking torque can be applied to the right front wheel through the hydraulic braking system.

[0239] The methods provided by the embodiments of this application have been described in detail above with reference to Figures 2 to 12. The apparatus provided by the embodiments of this application will now be described in detail below with reference to Figures 13 and 14. The descriptions of the apparatus embodiments correspond to the descriptions of the method embodiments; therefore, any content not described in detail can be found in the method embodiments above.

[0240] For example, FIG13 shows a schematic block diagram of an apparatus 2000 provided in an embodiment of the present application. The apparatus 2000 may include modules or units for implementing the above-described method embodiments.

[0241] For example, the device 2000 may include an acquisition unit 2010 and a processing unit 2020.

[0242] In one design, the device 2000 may be a control device for implementing method 1200, or the device 2000 may be a component of the aforementioned control device (such as a chip, processor, processing circuit, etc.); or the device 2000 may be a system or vehicle that includes the aforementioned control device.

[0243] The device 2000 can implement the steps or processes corresponding to those performed by the control device in the above method embodiments. The acquisition unit 2010 can be used to perform operations related to the transmission and reception of the control device in the above method embodiments; the processing unit 2020 can be used to perform processing operations related to the control device in the above method embodiments.

[0244] For example, the acquisition unit 2010 can be used to: acquire feature information of road surface abrupt changes. The processing unit 2020 can be used to: predict, based on the feature information and the first correspondence, the unexpected yaw moment experienced by the vehicle when the first set of wheels passes through the road surface abrupt change; and at a first moment, control the torque applied to the second set of wheels when the first set of wheels passes through the road surface abrupt change based on the unexpected yaw moment.

[0245] In some possible implementations, the processing unit 2020 can be used to: predict the degree of longitudinal force loss when the first group of wheels passes through a sudden change in road surface based on feature information; and determine the unexpected yaw moment based on the degree of loss.

[0246] In some possible implementations, the vehicle may be provided with a first wheel, a second wheel, a third wheel, and a fourth wheel. The first wheel and the second wheel may be arranged side by side on one side of the vehicle, and the third wheel and the fourth wheel may be arranged side by side on the other side of the vehicle. The third wheel and the first wheel may be arranged on the same axle, and the fourth wheel and the second wheel may be arranged on the same axle. The first wheel may belong to a first group of wheels, and at least one of the second wheel, the third wheel, and the fourth wheel may belong to a second group of wheels.

[0247] In some possible implementations, the vehicle may include a first motor and a second motor. The first motor can be used to provide torque to a first wheel, and the second motor can be used to provide torque to a second wheel, which may belong to a second group of wheels. At a second moment, the vehicle can provide a first torque to the first wheel via the first motor, and this second moment may be earlier than the time when the first wheel passes through a sudden change in road surface. The processing unit 2020 can be used to: determine a first transfer torque based on an unexpected yaw moment; and at a first moment, control the transfer of the first transfer torque from the first motor to the second motor, so that the second motor provides a second torque to the second wheel, with the first moment later than the second moment.

[0248] In some possible implementations, the vehicle may also include a third motor, which can be used to provide torque to a third wheel; the second motor may also be used to provide torque to a fourth wheel. The processing unit 2020 may also be used to: control the torque provided by the third motor to the third wheel at a first moment, based on the first transfer torque.

[0249] In some possible implementations, the vehicle may also include a fourth motor, which may be used to provide torque to a fourth wheel; the first motor may also be used to provide torque to a third wheel; the processing unit 2020 may also be used to: control the torque provided by the fourth motor to the fourth wheel at a first moment according to the first transfer torque.

[0250] In some possible implementations, the vehicle may include a first motor, a second motor, and a fourth motor. The first motor may be used to provide torque to the first wheel, the second motor may be used to provide torque to the second wheel, and the fourth motor may be used to provide torque to the fourth wheel; the third and fourth wheels belong to the second group of wheels. The processing unit 2020 may also be used to: at a first moment, based on an unexpected yaw moment, control the second motor and the fourth motor to generate a torque difference when the first group of wheels passes through a sudden change in road surface.

[0251] In some possible implementations, the vehicle may include a hydraulic braking system, which may include a pressurizing device and an inlet line; the pressurizing device may be used to regulate the pressure of the brake fluid in the inlet line to control the braking force applied to the vehicle. The processing unit 2020 may also be used to: control the pressurizing device to actuate and increase the pressure of the brake fluid in the inlet line before the first wheel passes a sudden change in road surface. For example, before the first wheel passes a sudden change in road surface, a message may be sent to the controller of the hydraulic braking system to request pre-charging of the hydraulic braking system.

[0252] It should be understood that the specific process of each unit performing the above-mentioned corresponding steps has been described in detail in the above method embodiments, and will not be repeated here for the sake of brevity.

[0253] It should also be understood that the division of units in the above device is only a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. All units of the above device can be implemented entirely through processor-invoked software, entirely through hardware circuits, or partially through processor-invoked software with the remaining parts implemented through hardware circuits.

[0254] In specific implementation, the acquisition unit 2010 can be implemented by at least one transceiver or transceiver-related circuitry, and the processing unit 2020 can be implemented by at least one processor or processor-related circuitry. In one example, one or more processors can predict the unexpected yaw moment experienced by the vehicle when the first set of wheels passes through the road surface change, based on the characteristic information of the road surface change. In another example, one or more processors can control the torque applied to the second set of wheels when the first set of wheels passes through the road surface change, based on the unexpected yaw moment, at a first moment. Exemplarily, in specific implementation, the device 2000 can be a computing platform 150 (such as an autonomous driving domain controller, a vehicle control unit, or a controller coupled with autonomous driving and intelligent cockpit functions in a cockpit and intelligent driving integrated architecture); or, it can be a chip or processor disposed in these controllers.

[0255] For example, FIG14 is a schematic block diagram of another device 3000 provided in an embodiment of this application. The device 3000 may include a processor 3010, an interface circuit 3020, and a memory 3030. The processor 3010, interface circuit 3020, and memory 3030 are connected via internal connection paths. The memory 3030 is used to store instructions, and the processor 3010 is used to execute the instructions stored in the memory 3030, so that the interface circuit 3020 can receive / send some parameters. Optionally, the memory 3030 may be coupled to the processor 3010 via an interface, or it may be integrated with the processor 3010.

[0256] It should be noted that the aforementioned interface circuit 3020 may include, but is not limited to, transceiver devices such as input / output interfaces, to enable communication between device 3000 and other devices or communication networks.

[0257] In some embodiments, the device 3000 can be used to implement the method 1200 described above. For example, characteristic information of road surface abrupt changes can be obtained through the interface circuit 3020.

[0258] This application also provides a computer program product, which includes computer program code that, when run on a computer, causes the computer to execute any of the method embodiments in Figures 2 to 12 above, and any possible implementation thereof.

[0259] This application also provides a computer-readable storage medium storing program code or instructions that, when executed by a computer's processor, cause the processor to implement any of the method embodiments in Figures 2 to 12 above, and any possible implementation thereof.

[0260] This application also provides an intelligent driving device, which may include the above-described device 2000 or 3000.

[0261] For example, the intelligent driving device can be a vehicle. The vehicle involved in this application embodiment is a vehicle in a broad sense, which can be a means of transportation (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. For example, the vehicle in this application can include pure electric vehicles (pure electric vehicle / battery electric vehicle, pure EV / battery EV), hybrid electric vehicles (HEV), range-extended electric vehicles (REEV), plug-in hybrid electric vehicles (PHEV), or new energy vehicles (NEV), etc.

[0262] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0263] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0264] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of 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 system, 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 apparatuses or units may be electrical, mechanical, or other forms.

[0265] The units described as separate components may or may not be physically separate. 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 units can be selected to achieve the purpose of this embodiment according to actual needs.

[0266] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0267] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0268] 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 control method, characterized in that, include: Obtain characteristic information of road surface abrupt changes; Based on the feature information and the first correspondence, predict the unexpected yaw moment that the vehicle will experience when the first group of wheels passes through the road surface abrupt change. The first correspondence includes the correspondence between the feature information and the unexpected yaw moment. The vehicle includes the first group of wheels and the second group of wheels. The first group of wheels includes at least one wheel. The second group of wheels is on the normal road surface when the first group of wheels passes through the road surface abrupt change. At a first moment, based on the unexpected yaw moment, the torque applied to the second set of wheels when the first set of wheels passes through the road surface abrupt change is controlled, and the first moment is no later than the time when the first set of wheels passes through the road surface abrupt change.

2. The method according to claim 1, characterized in that, The step of predicting the unexpected yaw moment experienced by the vehicle when the first set of wheels passes through the sudden change in road surface, based on the feature information and the first correspondence, includes: Based on the feature information, predict the degree of longitudinal force loss when the first group of wheels passes through the sudden change in road surface; The unexpected yaw moment is determined based on the degree of loss.

3. The method according to claim 1 or 2, characterized in that, The vehicle is equipped with a first wheel, a second wheel, a third wheel and a fourth wheel. The first wheel and the second wheel are arranged side by side on one side of the vehicle, and the third wheel and the fourth wheel are arranged side by side on the other side of the vehicle. The third wheel and the first wheel are coaxially arranged, and the fourth wheel and the second wheel are coaxially arranged. The first wheel belongs to the first group of wheels; At least one of the second wheel, the third wheel, and the fourth wheel belongs to the second group of wheels.

4. The method according to claim 3, characterized in that, The vehicle includes a first motor and a second motor, the first motor being used to provide torque to the first wheel, and the second motor being used to provide torque to the second wheel, the second wheel belonging to the second group of wheels; At a second moment, the vehicle provides a first torque to the first wheel via the first motor, and the second moment is earlier than the time when the first wheel passes through the sudden change in road surface. The step of controlling the torque applied to the second set of wheels when the first set of wheels passes through the sudden change in road surface, based on the unexpected yaw moment at the first moment, includes: The first transfer torque is determined based on the unexpected yaw moment; At the first moment, the first transfer torque is controlled to be transferred from the first motor to the second motor, so that the second motor provides a second torque to the second wheel. The first moment is later than the second moment.

5. The method according to claim 4, characterized in that, At the second moment, the vehicle provides a third torque to the second wheel via the second motor; The sum of the first torque and the third torque is greater than a first threshold, where the first threshold is the maximum torque that the second motor can apply to the second wheel; The total torque applied to the third and fourth wheels at the first moment is less than the total torque applied to the third and fourth wheels at the second moment.

6. The method according to claim 4 or 5, characterized in that, The vehicle also includes a third motor for providing torque to the third wheel; The second motor is also used to provide torque to the fourth wheel; The method further includes: Based on the first transfer torque, the torque provided by the third motor to the third wheel at the first moment is controlled.

7. The method according to claim 4 or 5, characterized in that, The vehicle also includes a fourth motor for providing torque to the fourth wheel; The first motor is also used to provide torque to the third wheel; The method further includes: Based on the first transfer torque, the torque provided by the fourth motor to the fourth wheel at the first moment is controlled.

8. The method according to claim 3, characterized in that, The vehicle includes a first motor, a second motor, and a fourth motor. The first motor is used to provide torque to the first wheel, the second motor is used to provide torque to the second wheel, and the fourth motor is used to provide torque to the fourth wheel. The third wheel and the fourth wheel belong to the second group of wheels; The step of controlling the torque applied to the second set of wheels when the first set of wheels passes through the sudden change in road surface, based on the unexpected yaw moment at the first moment, includes: At the first moment, based on the unexpected yaw moment, the second motor and the fourth motor are controlled to generate a torque difference when the first set of wheels passes through the sudden change in road surface.

9. The method according to any one of claims 1 to 8, characterized in that, The vehicle also includes a hydraulic braking system, which includes a pressurization device and an inlet line. The pressurization device is used to control the braking force applied to the vehicle by adjusting the pressure of the brake fluid in the inlet line. The method further includes: Before the first wheel passes through the road surface abrupt change, the booster device is activated to increase the pressure of the brake fluid in the inlet line.

10. A control device, characterized in that, include: The acquisition unit is used to acquire characteristic information of road surface mutations. The processing unit is configured to: predict, based on the feature information and the first correspondence, the unexpected yaw moment experienced by the vehicle when the first group of wheels passes through the sudden change in road surface, wherein the first correspondence includes the correspondence between the feature information and the unexpected yaw moment, the vehicle includes the first group of wheels and the second group of wheels, the first group of wheels includes at least one wheel, the second group of wheels includes at least one wheel, and the second group of wheels is on a normal road surface when the first group of wheels passes through the sudden change in road surface. At a first moment, based on the unexpected yaw moment, the torque applied to the second set of wheels when the first set of wheels passes through the road surface abrupt change is controlled, and the first moment is no later than the time when the first set of wheels passes through the road surface abrupt change.

11. The apparatus according to claim 10, characterized in that, The processing unit is used for: Based on the feature information, predict the degree of longitudinal force loss when the first group of wheels passes through the sudden change in road surface; The unexpected yaw moment is determined based on the degree of loss.

12. The apparatus according to claim 10 or 11, characterized in that, The vehicle is equipped with a first wheel, a second wheel, a third wheel and a fourth wheel. The first wheel and the second wheel are arranged side by side on one side of the vehicle, and the third wheel and the fourth wheel are arranged side by side on the other side of the vehicle. The third wheel and the first wheel are coaxially arranged, and the fourth wheel and the second wheel are coaxially arranged. The first wheel belongs to the first group of wheels; At least one of the second wheel, the third wheel, and the fourth wheel belongs to the second group of wheels.

13. The apparatus according to claim 12, characterized in that, The vehicle includes a first motor and a second motor, the first motor being used to provide torque to the first wheel, and the second motor being used to provide torque to the second wheel, the second wheel belonging to the second group of wheels; At a second moment, the vehicle provides a first torque to the first wheel via the first motor, and the second moment is earlier than the time when the first wheel passes through the sudden change in road surface. The processing unit is used for: The first transfer torque is determined based on the unexpected yaw moment; At the first moment, the first transfer torque is controlled to be transferred from the first motor to the second motor, so that the second motor provides a second torque to the second wheel. The first moment is later than the second moment.

14. The apparatus according to claim 13, characterized in that, At the second moment, the vehicle provides a third torque to the second wheel via the second motor; The sum of the first torque and the third torque is greater than a first threshold, where the first threshold is the maximum torque that the second motor can apply to the second wheel; The total torque applied to the third and fourth wheels at the first moment is less than the total torque applied to the third and fourth wheels at the second moment.

15. The apparatus according to claim 13 or 14, characterized in that, The vehicle also includes a third motor for providing torque to the third wheel; The second motor is also used to provide torque to the fourth wheel; The processing unit is further configured to: Based on the first transfer torque, the torque provided by the third motor to the third wheel at the first moment is controlled.

16. The apparatus according to claim 13 or 14, characterized in that, The vehicle also includes a fourth motor for providing torque to the fourth wheel; The first motor is also used to provide torque to the third wheel; The processing unit is further configured to: Based on the first transfer torque, the torque provided by the fourth motor to the fourth wheel at the first moment is controlled.

17. The apparatus according to claim 12, characterized in that, The vehicle includes a first motor, a second motor, and a fourth motor. The first motor is used to provide torque to the first wheel, the second motor is used to provide torque to the second wheel, and the fourth motor is used to provide torque to the fourth wheel. The third wheel and the fourth wheel belong to the second group of wheels; The processing unit is used for: At the first moment, based on the unexpected yaw moment, the second motor and the fourth motor are controlled to generate a torque difference when the first set of wheels passes through the sudden change in road surface.

18. The apparatus according to any one of claims 10 to 17, characterized in that, The vehicle also includes a hydraulic braking system, which includes a pressurization device and an inlet line. The pressurization device is used to control the braking force applied to the vehicle by adjusting the pressure of the brake fluid in the inlet line. The processing unit is further configured to: Before the first wheel passes through the road surface abrupt change, the booster device is activated to increase the pressure of the brake fluid in the inlet line.

19. An apparatus, characterized in that, The device includes at least one processor coupled to at least one memory for executing computer instructions stored in the memory to cause the device to perform the method as described in any one of claims 1 to 9.

20. A vehicle, characterized in that, Includes the apparatus as described in any one of claims 10 to 19.

21. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program or instructions that, when executed on a computer, cause the computer to perform the method as described in any one of claims 1 to 9.

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