Vehicle control method and vehicle

Abstract

The vehicle control method and the vehicle provided by the application are related to the technical field of vehicle control. The method comprises the following steps: acquiring a steering wheel angle signal and a current vehicle speed of a vehicle; based on the current vehicle speed, determining a desired yaw response amount and an inherent yaw response amount of the vehicle respectively, the desired yaw response amount being used to represent a steering characteristic expected to be achieved by the vehicle, and the inherent yaw response amount being used to represent a steering characteristic defined by physical parameters of the vehicle; based on the desired yaw response amount, the inherent yaw response amount and the steering wheel angle signal, determining a feedforward yaw moment, the feedforward yaw moment being used to offset inherent response delay in the steering process of the vehicle; and based on the feedforward yaw moment, controlling the vehicle. Thus, the application can realize proactive early intervention in the vehicle lateral stability control under the premise of ensuring the accuracy of the vehicle lateral stability control, so as to realize active regulation of the vehicle lateral stability state.

Description

Technical Field

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

[0002] With the gradual development of the automotive industry, Vehicle Lateral Stability Control (VDC, Virtual Data Center) has become a key function standard in modern cars. Under conditions such as high-speed lane changes, driving on slippery roads, or emergency obstacle avoidance, vehicles are prone to instability phenomena such as understeer or oversteer, which can lead to loss of vehicle control and threaten the safety of passengers.

[0003] To address the aforementioned vehicle loss of control issues, current VDC (Vehicle Control) functions generally employ feedback-based control strategies. However, these existing VDC functions are essentially feedback control systems, relying solely on triggering intervention when the actual yaw rate deviation exceeds a threshold. They suffer from inherent detection, calculation, and execution delays, resulting in reactive correction and an inability to anticipate and intervene during the initial stages of driver steering, leading to significant control response lag. Summary of the Invention

[0004] This application provides a vehicle control method and a vehicle. The method can achieve predictive early intervention of VDC while ensuring the accuracy of vehicle lateral stability control, so as to achieve active regulation of the vehicle's lateral stability state.

[0005] In a first aspect, a vehicle control method is provided, comprising: acquiring a steering wheel angle signal and a current vehicle speed; determining, based on the current vehicle speed, a desired yaw response and an inherent yaw response, wherein the desired yaw response characterizes the ideal steering characteristics the vehicle is expected to achieve; and the inherent yaw response characterizes the actual steering characteristics defined by the vehicle's physical parameters; determining a feedforward yaw moment based on the desired yaw response, the inherent yaw response, and the steering wheel angle signal, wherein the feedforward yaw moment is used to counteract the inherent response delay during the vehicle's steering process; and controlling the vehicle based on the feedforward yaw moment.

[0006] In the above method, the vehicle's steering wheel angle signal and current vehicle speed are acquired. Then, based on the current vehicle speed, the desired yaw response and inherent yaw response are determined. The desired yaw response characterizes the ideal steering characteristics the vehicle is expected to achieve. The inherent yaw response characterizes the actual steering characteristics defined by the vehicle's physical parameters. Combining the desired yaw response, inherent yaw response, and steering wheel angle signal, a feedforward yaw torque is determined. This allows the driver to predict the vehicle's yaw movement trend and output an active compensation torque at the initial stage of steering, offsetting the inherent response delay during the steering process. This eliminates the traditional VDC's reliance on the actual yaw deviation exceeding a threshold for triggering post-correction, thus making the vehicle stability control intervention process smoother and more natural, balancing vehicle handling stability and ride comfort. Finally, the vehicle is controlled based on the feedforward yaw torque to achieve predictive early intervention of VDC while ensuring the accuracy of vehicle lateral stability control, effectively solving the technical problem of lag in traditional feedback VDC control response.

[0007] Secondly, a vehicle control device is provided, comprising: an acquisition module for acquiring a steering wheel angle signal and a current vehicle speed; a first determination module for determining, based on the current vehicle speed, a desired yaw response and an inherent yaw response, wherein the desired yaw response characterizes the ideal steering characteristics the vehicle is expected to achieve, and the inherent yaw response characterizes the actual steering characteristics defined by the vehicle's physical parameters; a second determination module for determining a feedforward yaw moment based on the desired yaw response, the inherent yaw response, and the steering wheel angle signal, wherein the feedforward yaw moment is used to counteract the inherent response delay during vehicle steering; and a control module for controlling the vehicle based on the feedforward yaw moment.

[0008] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0009] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A schematic diagram of a vehicle control system provided in an embodiment of this application; Figure 2 A schematic diagram of the structure of a vehicle provided in an embodiment of this application; Figure 3A flowchart illustrating a vehicle control method provided in this application embodiment. Figure 1 ; Figure 4 A flowchart illustrating a vehicle control method provided in this application embodiment. Figure 2 ; Figure 5 A flowchart illustrating a vehicle control method provided in this application embodiment. Figure 3 ; Figure 6 A flowchart illustrating a vehicle control method provided in this application embodiment. Figure 4 ; Figure 7 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application. Detailed Implementation

[0010] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0011] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0012] Existing vehicle lateral stability control generally employs a yaw rate feedback control architecture. This architecture uses steering wheel angle and real-time collected actual yaw rate as inputs, combined with a simplified vehicle dynamics model to calculate the target yaw rate. Braking is only applied to specific wheels to create yaw torque and suppress understeer or oversteer trends after the deviation between the actual and target yaw rates exceeds a preset intervention threshold. However, this approach is essentially a reactive feedback control, requiring sensors to detect vehicle instability before intervention can begin. The detection, calculation, and execution links inherently have delays, resulting in not only lagging control response and insufficient stability control margin under extreme conditions, but also a tendency for strong braking to produce a jerky intervention feel, leading to a poor driving experience. To address the aforementioned lag issues in feedback control, this application proposes a VDC yaw control scheme that primarily uses feedforward and secondarily uses feedback.

[0013] The vehicle control method and vehicle of this application will be described in detail below with reference to the accompanying drawings and through multiple embodiments.

[0014] Figure 1 This is a schematic diagram of a vehicle control system provided in an embodiment of this application. Figure 1 As shown, the vehicle control system 100 includes at least: on-board sensors 110, chassis domain controller 120, and brake actuator 130.

[0015] The vehicle-mounted sensor 110 serves as the system's input sensing layer and includes at least a steering wheel angle sensor, wheel speed sensors, and an inertial measurement unit. The steering wheel angle sensor is mounted on the vehicle's steering column to collect real-time steering wheel angle signals from the driver, reflecting the driver's steering intentions. Wheel speed sensors are positioned at the ends of each wheel to collect real-time wheel speed signals, providing basic data for vehicle speed calculation. The inertial measurement unit is installed near the vehicle's center of gravity to collect actual yaw rate signals, reflecting the vehicle's true lateral motion.

[0016] The chassis domain controller 120 serves as the system's computation and control platform. It establishes a stable communication connection with each on-board sensor 110 via the vehicle bus, receiving raw status signals uploaded by each sensor in real time. Within the chassis domain controller 120, signal filtering, anomaly verification, and standardization preprocessing are performed, providing standardized and reliable input data for subsequent software function modules. All feedforward control, feedback control, and torque distribution calculations are centrally executed within the chassis domain controller 120. This controller can complete the entire process from signal input to control command output according to a preset control cycle, ensuring real-time control computation and data consistency.

[0017] The brake actuator 130, as the system's output layer, establishes a communication connection with the chassis domain controller 120 via the vehicle bus. After receiving wheel braking force commands from the chassis domain controller 120, it applies corresponding braking force to designated wheels through the hydraulic or electronic braking system. Applying braking force to a single wheel generates a yaw moment around the vehicle's center of gravity, actively changing the vehicle's yaw motion and correcting its lateral attitude. It is the final execution unit for implementing control commands. The accuracy and response speed of the brake actuator 130's pressure control directly affect the accuracy and smoothness of the yaw moment control, making it a key component ensuring effective control.

[0018] The chassis domain controller 120 integrates a driver intent analysis module 121, a VDC control module 122, and a torque distribution module 123.

[0019] The driver intent parsing module 121 is a pre-processing module within the chassis domain controller 120, serving as the input preprocessing stage for the feedforward path. After receiving the raw steering wheel angle signal from the onboard sensor 110, the driver intent parsing module 121 filters and de-jitters the signal, performs angle-to-gear ratio conversion, and converts the raw steering wheel angle signal into a front wheel angle signal to extract the driver's steering intention. This steering intention includes at least two types of information: steering direction and steering amplitude. The parsed, standardized front wheel angle signal is synchronously output to the target yaw reference model unit and feedforward compensator unit within the VDC control module 122, serving as the driver input command for feedforward control and providing input basis for feedforward control calculations.

[0020] The VDC control module 122 is the internal computing module of the chassis domain controller 120. It corresponds to both the feedforward control path and the feedback control path, employing a control strategy that prioritizes feedforward and supplements feedback to calculate the total yaw moment. In the feedforward control path, the VDC control module 122 takes the front wheel steering angle signal as input and obtains the ideal target yaw rate through a preset target yaw reference model unit. Simultaneously, combining the original vehicle steering dynamics characteristics and yaw moment characteristics, it calculates the feedforward yaw moment through the feedforward compensator unit. This feedforward yaw moment can be output in real time following the driver's steering intentions, intervening and adjusting before actual vehicle attitude deviations occur to eliminate the lag in post-correction of traditional pure feedback control. In the feedback control path, the feedback control unit in the VDC control module 122 calculates the deviation value by subtracting the target yaw rate from the actual yaw rate collected by the sensor. This deviation value is then calculated using proportional-derivative control to obtain the feedback yaw moment, which is used to correct control deviations caused by insufficient accuracy of the feedforward compensator unit and external road disturbances, improving the system's control robustness. Finally, the VDC control module 122 superimposes the feedforward yaw moment and the feedback yaw moment to obtain the total target yaw moment, and outputs it to the torque distribution module 123. Among them, the dynamic parameters of the target yaw reference model unit and the proportional gain of the feedback control are matched by looking up a table according to the current vehicle speed. The current vehicle speed is determined by the wheel speed signal to ensure the adaptability of the control characteristics at different vehicle speeds.

[0021] The torque distribution module 123 is the connecting module between the VDC control module 122 and the braking actuator 130. After receiving the total target yaw moment, the torque distribution module 123 first matches the target braking wheel according to the direction of the yaw moment and the current steering state, based on a preset wheel selection strategy. Different wheel selections correspond to left and right turns. When the steering wheel angle is in the dead zone, the rear axle wheels are used to correct the yaw deviation. At the same time, a hysteresis threshold is set to avoid frequent wheel switching and ensure smooth control. After determining the target braking wheel, the torque distribution module 123 converts the total yaw moment into the braking moment corresponding to the target braking wheel based on the vehicle's wheel track, tire rolling radius, and the braking force correction coefficient of the corresponding axle, generating a braking request that includes the target braking wheel identifier and the braking force magnitude. After the braking request is sent to the braking actuator 130 through the chassis domain controller 120, the braking actuator 130 applies the corresponding braking force to the target braking wheel. By generating a compensating yaw moment through unilateral braking force, the active control of the vehicle's lateral stability is ultimately achieved.

[0022] The vehicle control system provided in this application consists of onboard sensors, a chassis domain controller, and a braking actuator. The onboard sensors collect real-time vehicle status signals such as steering wheel angle, wheel speed, and actual yaw rate, and transmit them to the chassis domain controller. The chassis domain controller processes the signals collaboratively through its integrated driver intent analysis module, VDC control module, and torque distribution module. The driver intent analysis module extracts the driver's steering intention from the steering wheel angle signal. The VDC control module employs a feedforward-based, feedback-assisted control strategy, combining the driver's steering intention with the real-time vehicle status signals to calculate the target total yaw moment. This allows for early intervention and control before the vehicle shows signs of instability, effectively solving the problems of delayed intervention and strong braking jerking in traditional pure feedback VDC control. The torque distribution module matches the target braking wheels based on the target yaw moment and generates a corresponding braking force request. After receiving the braking command from the chassis domain controller, the braking actuator applies braking force to the target braking wheels to generate a compensating yaw moment, achieving smooth and stable control of the vehicle's lateral attitude.

[0023] Optionally, Figure 2 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Figure 2 As shown, the vehicle 200 may include a processor 210 and a memory 220.

[0024] The memory 220 stores machine-executable instructions that can be executed by the processor 210. When the vehicle 200 is running, these machine-executable instructions are executed. The processor 210 and the memory 220 communicate via a bus. The processor 210 can execute these machine-executable instructions to implement a vehicle control method.

[0025] The memory 220, processor 210, and various bus components are electrically connected directly or indirectly to enable data transmission or interaction. For example, these components can be electrically connected to each other via one or more communication buses or signal lines. The memory 220 includes at least one software functional module, which is embedded in the vehicle's operating system (OS) as software or firmware. This software functional module has an executable module. The processor 210 executes the executable module stored in the memory 220, such as the software functional modules and computer programs included in the vehicle control method stored in the executable module.

[0026] The memory 220 may be, but is not limited to, random access memory (RAM), read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.

[0027] The vehicle 200 can be selected according to actual conditions. The vehicle 200 has software or a vehicle control system capable of executing vehicle control methods, etc.

[0028] The vehicle control method provided in this application embodiment can be executed by a processor in vehicle 200. The vehicle control method provided in this application embodiment will be explained further below. Figure 3 A flowchart illustrating a vehicle control method provided in this application embodiment. Figure 1 .like Figure 3 As shown, the method may include: S310: Obtain the vehicle's steering wheel angle signal and current vehicle speed.

[0029] The vehicle's steering wheel angle signal is acquired by a dedicated sensor in the steering system. It's an electrical signal characterizing the driver's steering wheel rotation angle and direction, directly reflecting the driver's steering input intention and steering input amplitude. Current vehicle speed. In other words, the longitudinal speed (forward speed) of a vehicle is a state parameter that characterizes the instantaneous speed of the vehicle's longitudinal movement and is used to reflect the current driving motion condition of the vehicle.

[0030] In one possible implementation, the steering wheel angle signal of the vehicle is acquired to serve as the input to the feedforward control channel and the target yaw reference model unit, to identify the driver's steering intention and predict the vehicle's yaw response trend, providing input for the calculation of the feedforward yaw torque; the current vehicle speed is acquired to match the dynamic characteristics of the vehicle at different driving speeds, and to retrieve calibration parameters such as the natural frequency of yaw motion, damping ratio and control gain at the corresponding vehicle speed, ensuring that the control can adapt to all vehicle speed conditions from low speed to high speed.

[0031] During the operation of the vehicle control system, the steering wheel angle signal is collected in real time by a steering wheel angle sensor installed on the vehicle steering column. The steering wheel angle sensor can simultaneously identify the steering wheel rotation angle and direction, and after outputting the raw steering wheel angle signal, it is transmitted to the chassis domain controller via the vehicle bus. The driver intention analysis module inside the chassis domain controller filters and denoises the raw steering wheel angle signal and performs steering ratio conversion processing to convert the raw steering wheel angle signal into the corresponding front wheel angle signal, thereby extracting the driver's steering control intention.

[0032] The front wheel steering angle signal δ can be determined by the following formula (1).

[0033] δ = Steering wheel angle ÷ Steering gear ratio formula (1) Subsequently, the standardized front wheel steering angle signal δ is synchronously input to the target yaw reference model unit and feedforward compensator unit in the VDC control module as the driver input command for the feedforward control path, providing input basis for the real-time calculation of the feedforward yaw moment.

[0034] Current vehicle speed Basic signals are acquired through wheel speed sensors located at the ends of each wheel. Each wheel speed sensor collects the real-time rotational speed signal of its corresponding wheel and uploads it to the chassis domain controller. The VDC control module fuses and calculates the multiple wheel speed signals based on vehicle dynamics, eliminating wheel speed deviations caused by abnormal conditions such as wheel slippage and brake lock-up, to obtain the current vehicle speed that accurately reflects the vehicle's longitudinal travel speed. On the one hand, it is used to retrieve the target yaw motion natural frequency and target damping ratio parameters calibrated with vehicle speed, providing vehicle speed-adapted calibration parameters for the dynamic calculation of the target yaw reference model unit; on the other hand, it is used to look up and match the proportional gain parameters of the feedback control, while providing vehicle speed reference variables for the overall calculation of the vehicle dynamics model, so as to ensure the matching of control characteristics and vehicle dynamics characteristics at different driving speeds.

[0035] It should be noted that the steering wheel angle signal and current vehicle speed are selected in this application because they correspond to the driver's control input for feedforward control and the vehicle speed adaptation parameters of the vehicle dynamics model, respectively. They can fully cover the core computational requirements of the feedforward control path and belong to the minimum necessary set of sensing signals for realizing feedforward yaw moment calculation.

[0036] S320. Based on the current vehicle speed, determine the vehicle's expected yaw response and inherent yaw response, respectively.

[0037] The desired yaw response corresponds to a pre-designed target reference steering model unit, used to characterize the ideal steering characteristics the vehicle is expected to achieve. Its dynamic parameters include at least: the target yaw motion natural frequency (i.e., the subsequent second yaw natural angular frequency), the target damping ratio (i.e., the subsequent second damping ratio), and the steady-state yaw gain. These dynamic parameters are all set as calibrated lookup table values ​​that change with the current vehicle speed. Engineers can optimize the ideal steering characteristics of the vehicle by calibrating and adjusting the dynamic parameters. For example, increasing the target yaw motion natural frequency can speed up the steering response, and increasing the target damping ratio can suppress yaw overshoot and make the vehicle body attitude converge faster, thereby defining the ideal steering performance the vehicle is expected to achieve.

[0038] The inherent yaw response corresponds to the vehicle's inherent steering dynamics model and is used to characterize the actual steering characteristics defined by the vehicle's physical parameters. Its dynamic parameters include at least: the first yaw natural angular frequency, the first damping ratio, and the steady-state yaw gain. These dynamic parameters are all identified through real vehicle testing and are set as lookup table parameters with the current vehicle speed as the dimension, reflecting the original vehicle steering response characteristics determined by physical parameters such as vehicle wheelbase, center of gravity position, and tire lateral stiffness.

[0039] In one possible implementation, the vehicle's steady-state steering sensitivity, inherent response frequency, damping characteristics, and other dynamic parameters of yaw motion are strongly coupled with the longitudinal driving speed. Changes in vehicle speed directly alter the speed and steady-state amplitude of the vehicle's inherent steering response. Therefore, the inherent yaw response, which characterizes the vehicle's steering characteristics, needs to be matched with the corresponding dynamic parameters based on the current vehicle speed to ensure the accuracy of the matching between the dynamic model and the actual vehicle characteristics. The desired yaw response, which serves as the control objective, needs to have its dynamic characteristic parameters optimized synchronously with the vehicle speed to adapt to the handling feel requirements and driving safety boundaries at different vehicle speeds, achieving sensitive and responsive steering at low speeds and stable and controllable steering at high speeds. Therefore, both are determined based on the current vehicle speed.

[0040] Based on this, and using the current reference vehicle speed, the vehicle control system obtains dynamic parameters such as the target yaw natural frequency and target damping ratio corresponding to the target steering dynamics model unit, as well as dynamic parameters such as the first yaw natural angular frequency and first damping ratio corresponding to the original vehicle's inherent steering dynamics model, through a pre-calibrated parameter lookup table mapped to vehicle speed. Then, using the front wheel steering angle signal obtained from the steering wheel angle signal as input, it is input to both the target steering dynamics model unit and the original vehicle's inherent steering dynamics model for calculation, thereby obtaining the expected yaw response and inherent yaw response of the vehicle at the current vehicle speed. The dynamic parameters of both models are adapted to the current vehicle speed in real time, accurately reflecting the vehicle's steering dynamic characteristics at different speeds, and providing a characteristic benchmark for calculating the feedforward compensation control quantity.

[0041] It should be noted that the target yaw natural frequency and target damping ratio are calibrated parameters that can be flexibly adjusted within the target steering dynamics model unit. These parameters are optimized and calibrated based on the first yaw natural angular frequency and the first damping ratio identified from real vehicle testing, combined with the vehicle handling performance target. After calibration, they are fixed in the chassis domain controller in the form of a lookup table at the current vehicle speed. By adjusting the above target dynamic parameters, the dynamic response characteristics of the target steering dynamics model unit can be actively changed, thereby reshaping the actual yaw motion characteristics of the whole vehicle through feedforward control: for example, increasing the target yaw natural frequency can improve the yaw response speed under steering input, and increasing the target damping ratio can reduce yaw overshoot and accelerate the convergence speed of vehicle attitude.

[0042] S330. Based on the desired yaw response, the inherent yaw response, and the steering wheel angle signal, determine the feedforward yaw moment.

[0043] Among them, the feedforward yaw moment is the active yaw correction moment output by the feedforward control channel in the vehicle lateral stability control system, used to offset the inherent response delay during vehicle steering. Unlike the post-correction moment generated by traditional feedback VDC only after the vehicle experiences actual yaw deviation, it can be generated in advance without waiting for sensors to detect vehicle instability. It is used to actively compensate for the performance gap between the vehicle's inherent steering dynamic characteristics and the preset ideal yaw characteristics. It intervenes to correct the vehicle's yaw attitude at the same time as the driver performs steering operations, thereby eliminating the detection, calculation, and execution lag of traditional feedback control and making the intervention process of stability control smoother and more natural.

[0044] In one possible implementation, the input steering wheel angle signal is first converted into a front wheel angle signal via the steering system transmission ratio, serving as the unified input for the feedforward path. Then, based on this front wheel angle signal, the difference between the desired yaw response and the inherent yaw response is calculated to obtain the yaw response gap that needs to be supplemented by the active torque. Finally, according to the preset correspondence between yaw torque and yaw rate, this yaw response gap is converted into a matching feedforward yaw torque value. This process can be completed based solely on the driver's steering input (i.e., the front wheel angle signal), without waiting for actual vehicle state deviations to occur.

[0045] The pre-defined relationship between yaw moment and yaw rate represents the causal relationship between the drive input and motion response during vehicle yaw motion. From a dynamic perspective, yaw moment is an external torque acting on the vehicle around its vertical center of mass, causing changes in its yaw state; yaw rate is the rate of rotation of the vehicle around its vertical axis, the result of the yaw moment. When yaw moment acts on the vehicle, it first creates yaw acceleration, continuously changing the vehicle's yaw rate. When the direction of the yaw moment is the same as the current yaw rate, the vehicle's rotational speed increases; when the direction of the yaw moment is opposite to the current yaw rate, the vehicle's rotational speed is suppressed. This relationship is also the basis for the feedforward compensator unit to convert the difference between the desired yaw response and the inherent yaw response into the required compensating yaw moment. It is also the physical basis for feedback control to achieve attitude correction, that is, by outputting a feedback torque in the corresponding direction to correct the residual deviation of the yaw rate, ultimately ensuring that the vehicle's actual yaw state conforms to the ideal target.

[0046] S340 controls the vehicle based on feedforward yaw moment.

[0047] In one possible implementation, the lateral steering motion of a vehicle is essentially a yaw rotation around its own center of gravity vertical axis. By applying braking force to one wheel, an additional yaw moment can be generated at the vehicle's center of gravity, actively changing the vehicle's yaw rate and steering attitude. The feedforward yaw moment is calculated in advance based on the driver's steering input and the vehicle dynamics model. It can actively output a compensation torque to correct the difference between the original vehicle's inherent steering characteristics and the ideal steering response before the vehicle's actual attitude deviates from the ideal state. It actively guides the vehicle's yaw motion to conform to the preset ideal target characteristics, thus achieving active control of the vehicle's lateral stability. Based on this, the feedforward compensator unit within the VDC control module takes the front wheel steering angle signal as input and, combined with vehicle dynamics model parameters adapted to the current vehicle speed, calculates the feedforward yaw moment in real time and outputs it to the torque distribution module. The torque distribution module first determines the target braking wheel to be braked based on the direction of the feedforward yaw moment and the current steering state, according to a preset wheel selection strategy. Then, based on the wheelbase of the corresponding axle, tire rolling radius, and braking force correction coefficient, it converts the feedforward yaw moment into the braking torque value corresponding to the target braking wheel, generating a braking request containing the target braking wheel identifier and the magnitude of the braking torque. This braking request is sent to the braking actuator via the chassis domain controller, which then applies a corresponding braking force to the target braking wheel. The additional yaw moment generated at the vehicle's center of gravity by the braking force of one wheel actively adjusts the vehicle's yaw motion state, ultimately achieving active control of the vehicle's lateral attitude via the feedforward path.

[0048] The vehicle control method provided in this application acquires the vehicle's steering wheel angle signal and current vehicle speed; then, based on the current vehicle speed, it determines the vehicle's desired yaw response and inherent yaw response, whereby the desired yaw response characterizes the vehicle's desired ideal steering characteristics, and the inherent yaw response characterizes the actual steering characteristics defined by the vehicle's physical parameters; furthermore, by combining the desired yaw response, inherent yaw response, and steering wheel angle signal, it determines a feedforward yaw torque, enabling the driver to predict the vehicle's yaw movement trend and output an active compensation torque at the initial stage of steering, thus offsetting the inherent response delay during the vehicle's steering process. This eliminates the traditional VDC's reactive correction mode, which relies on actual yaw deviation exceeding a threshold, resulting in a smoother and more natural vehicle stability control intervention process, balancing vehicle handling stability and ride comfort; finally, it controls the vehicle based on the feedforward yaw torque, achieving predictive early intervention of VDC while ensuring the accuracy of vehicle lateral stability control, effectively solving the technical problem of delayed response in traditional feedback-based VDC control.

[0049] Figure 4 A flowchart illustrating a vehicle control method provided in this application embodiment. Figure 2 .like Figure 4As shown, the above method determines the feedforward yaw moment based on the desired yaw response, the inherent yaw response, and the steering wheel angle signal, including: S410. Calculate the first deviation between the expected yaw response and the inherent yaw response.

[0050] Among them, the first deviation 1 is used to characterize the compensation requirement between ideal steering characteristics and actual steering characteristics.

[0051] In one possible implementation, the first deviation between the desired yaw response and the inherent yaw response is calculated using the following formula (2). 1.

[0052] Formula (2) in, The expected yaw response; This is the inherent yaw response. This is the front wheel steering angle signal.

[0053] The first deviation 1 is a response requirement that needs to be compensated for by active yaw moment; this first deviation 1 is also the basis for the design of the feedforward compensator unit. It is derived based on the superposition principle of linear systems, which can guarantee the physical accuracy of the compensation logic.

[0054] S420: Based on the preset yaw moment conversion function, the first deviation and steering wheel angle signals are processed to obtain the feedforward yaw moment.

[0055] The preset yaw moment conversion function is a dynamic model of yaw moment action derived from the rigid body rotation law. It is used to characterize the angular velocity response rate of a vehicle under a unit yaw moment.

[0056] Among them, the dynamic model of yaw moment action It can be expressed according to the following formula (3): Formula (3) in, is the yaw moment of inertia of the vehicle about the Z-axis perpendicular to the ground, measured in kg·m², and is an inherent parameter of the vehicle, characterizing the magnitude of the vehicle's inertia as it rotates around its center; s is the Laplace complex frequency operator, corresponding to the time-domain differential operation. ; The corresponding time-domain integration operation.

[0057] In one possible implementation, the yaw moment conversion function is preset according to the following formula (4). The first deviation is processed to obtain the braking torque that needs to be applied.

[0058] The braking torque required = Formula (4) Among them, the first deviation It can be represented by the above formula (2).

[0059] Based on the above formula (4), the compensation requirement at the yaw rate level is converted into the compensation gain at the yaw moment level, thus obtaining the braking torque that needs to be applied; then, the steering wheel angle signal is preprocessed and converted into the front wheel angle signal. The feedforward yaw moment is calculated using the following formula (5). .

[0060] Formula (5) The feedforward yaw moment determined by formula (5) is based solely on the driver's steering input (i.e., the front wheel steering angle signal). It can be generated in real time, and intervention and control can be carried out in advance without waiting for the actual yaw deviation of the vehicle. It can effectively offset the detection, calculation and execution delay of traditional pure feedback control, and realize smooth and natural intervention of yaw stability control, which corresponds to the feedforward master control strategy of this application.

[0061] The vehicle control method provided in this application calculates a first deviation between the desired yaw response and the inherent yaw response to quantify the dynamic performance compensation requirements between the ideal steering characteristics and the actual steering characteristics. Then, based on a preset yaw moment conversion function characterizing the vehicle's angular velocity response rate under unit yaw moment, the first deviation and the steering wheel angle signal are processed sequentially to obtain the feedforward yaw moment. Therefore, this application can synchronously output a compensation torque when the driver inputs steering input, pre-correcting the vehicle's yaw response characteristics, avoiding the intervention lag problem of traditional pure feedback control, and improving the smoothness of yaw control and the natural driving feel.

[0062] Optionally, the above method determines the vehicle's desired yaw response and inherent yaw response based on the current vehicle speed, including: Based on the current vehicle speed, the first yaw natural frequency, the first damping ratio, the steady-state yaw gain, the second yaw natural frequency, and the second damping ratio are determined respectively.

[0063] Among them, the natural angular frequency of the second yaw Used to characterize the desired response speed of the vehicle; second damping ratio Used to characterize the desired smoothness of a vehicle; steady-state yaw gain Used to characterize the desired steady-state yaw rate of a vehicle per unit steering wheel angle; first damping ratio Used to characterize the actual level of stability achieved by the vehicle; first yaw natural angular frequency Used to characterize the actual response speed achieved by a vehicle.

[0064] In one possible implementation, due to the natural angular frequency of the first yaw... Compared with the first damping ratio These are inherent dynamic parameters of the vehicle, identified by the actual vehicle system and pre-stored as a speed lookup table. They correspond to the speed of the vehicle's steering response and the convergence and smoothness of yaw oscillations at different speeds, reflecting the natural steering dynamics of the vehicle without active intervention. Therefore, the first yaw natural angular frequency is subsequently used. Compared with the first damping ratio At that time, it can be obtained by performing a one-dimensional lookup table based on the current vehicle speed.

[0065] Steady-state yaw gain The physical meaning of yaw rate is the yaw rate generated per unit front wheel steering angle during steady-state cornering; it reflects the steady-state sensitivity of a vehicle's steering response; it can be determined by the vehicle's wheelbase L, stability factor K, and current vehicle speed. The joint decision can be expressed by the following formula (6): Formula (6) Here, wheelbase L refers to the distance between the centers of the front and rear axles, measured in meters (m). Stability factor K, also known as the steering characteristic coefficient, is determined by the vehicle's center of gravity position and the lateral stiffness of the front and rear axle tires; it is a parameter for evaluating the vehicle's steering characteristics, measured in meters (m). .

[0066] According to the above formula (6), the longer the vehicle (i.e., the larger the wheelbase L), the more sluggish the turning and the slower it turns; the current vehicle speed The faster you go, the faster you turn, but tire lateral deviation will slow down this acceleration; the stability factor K determines whether the vehicle understeers or fishtails.

[0067] Due to the natural angular frequency of the second yaw With the second damping ratio The pre-calibrated target reference parameters are obtained by optimizing and calibrating based on the original vehicle's inherent dynamic parameters and pre-stored as a vehicle speed lookup table. These parameters respectively characterize the vehicle's desired steering response speed and yaw stability, and can be customized to optimize steering feel through calibration adjustments. Therefore, the second yaw natural angular frequency will be used subsequently. With the second damping ratio At that time, it can be obtained by performing a one-dimensional lookup table based on the current vehicle speed.

[0068] The inherent yaw response of the vehicle is determined based on the first yaw natural angular frequency, the first damping ratio, and the steady-state yaw gain.

[0069] In one possible implementation, due to the vehicle's inherent yaw response... Corresponding to the original vehicle's inherent steering dynamics model, the steady-state yaw gain is calculated. As the reference scaling factor, combined with the first yaw natural angular frequency Compared with the first damping ratio A second-order oscillatory transfer function is constructed, and the coupling effect of the vehicle's lateral motion on the yaw response is represented by the first-order differential zeros. This results in a response characteristic with the front wheel steering angle signal δ as input and the vehicle's natural yaw rate γ1 as output, thus obtaining the vehicle's inherent yaw response. It reproduces the dynamic steering response of a vehicle without active VDC intervention and serves as a benchmark model for calculating compensation torque in feedforward control. It is used to quantify the performance gap between the original vehicle's steering characteristics and the ideal target.

[0070] The desired yaw response of the vehicle is determined based on the second yaw natural angular frequency, the second damping ratio, and the steady-state yaw gain.

[0071] In one possible implementation, due to the vehicle's desired yaw response... For the corresponding target yaw reference model element, calculate its steady-state yaw gain. As a steady-state reference, combined with the calibrated second yaw natural angular frequency With the second damping ratio An ideal second-order dynamic transfer function is constructed to form a response relationship with the front wheel steering angle signal δ as input and the ideal target yaw rate γ1 as output, thus obtaining the vehicle's desired yaw response. Among these, increasing the natural angular frequency of the second yaw. It can accelerate steering response, improve steering follow-through, and increase the second damping ratio. It can suppress yaw overshoot, accelerate oscillation convergence, and improve driving stability. This expected yaw response amount It serves as both the target benchmark for feedforward compensation control and the reference standard for calculating yaw rate deviation in the feedback control path, forming the core of the control objective with feedforward as the primary method and feedback as the secondary method.

[0072] The vehicle control method provided in this application, based on the current vehicle speed, obtains the first yaw natural frequency and the first damping ratio, which characterize the actual steering dynamic characteristics of the vehicle, the steady-state yaw gain, which characterizes the steady-state steering sensitivity of the vehicle, and the second yaw natural frequency and the second damping ratio, which characterize the ideal steering dynamic characteristics of the vehicle, respectively, through a pre-calibrated one-dimensional lookup table. The second yaw natural frequency and the second damping ratio can be flexibly adjusted through calibration to achieve the desired steering response speed and smoothness. Then, the inherent yaw response of the vehicle is determined based on the first yaw natural frequency and the first damping ratio combined with the steady-state yaw gain, and the desired yaw response of the vehicle is determined based on the second yaw natural frequency and the second damping ratio combined with the steady-state yaw gain. This provides a model benchmark for the calculation of the feedforward compensation torque, ensuring that the feedforward control can match the vehicle dynamic characteristics at different vehicle speeds and achieve synergistic optimization of steering response speed and driving smoothness.

[0073] Optionally, the method described above determines the vehicle's inherent yaw response based on the first yaw natural angular frequency, the first damping ratio, and the steady-state yaw gain, including: Based on the first yaw natural angular frequency and the first damping ratio, a first response constraint relationship is constructed.

[0074] The first response constraint relationship is used to constrain the actual yaw response boundary, which is limited by the vehicle's physical parameters.

[0075] In one possible implementation, due to the natural angular frequency of the first yaw... Compared with the first damping ratio These are the inherent dynamic parameters of the vehicle's yaw motion, obtained through system parameter identification via real-vehicle testing. Furthermore, they can be matched using a lookup table based on the current vehicle speed. Therefore, the first yaw natural angular frequency can be used as the basis for these parameters. Compared to the first damping ratio The first response constraint relationship is constructed according to the following formula (7).

[0076] First response constraint relationship = Formula (7) Where s is the Laplace complex frequency operator, and is a differential operator in the time domain. .

[0077] The first response constraint relationship corresponds to the second-order oscillatory dynamic characteristics of the vehicle's yaw motion. It is jointly determined by underlying physical parameters such as the vehicle's yaw moment of inertia, the lateral stiffness of the front and rear axle tires, and the position of the vehicle's center of gravity. It can constrain the speed of the vehicle's steering response, the overshoot amplitude and convergence speed of the yaw oscillation. It is the response boundary determined by the inherent properties of the vehicle's hardware and is also the transient characteristic basis for constructing a complete original vehicle steering dynamics model. It provides a real dynamic characteristic reference for the subsequent difference calculation of feedforward compensation.

[0078] It should be noted that the first yaw natural angular frequency in the above formula (7) is... The larger the first damping ratio, the faster the vehicle's steering response; and due to the first damping ratio... To control the decay rate of steering oscillations, when the first damping ratio A value less than 1 indicates that the vehicle is underdamped, and rapid steering will result in body swaying and overshoot; the first damping ratio... =1, meaning the vehicle is at critical damping and there is no oscillation; the first damping ratio >1 means the vehicle is overdamped, with a slow response and no overshoot.

[0079] Based on the steady-state yaw gain and the first response constraint relationship, an intrinsic yaw transfer function is constructed.

[0080] Among them, the inherent yaw transfer function Used to characterize the actual steering characteristics of a vehicle.

[0081] In one possible implementation, the steady-state yaw gain The yaw rate amplitude, used to characterize the unit front wheel steering angle under steady-state uniform turning conditions, is determined by the vehicle wheelbase, reference speed, and vehicle stability factor. It reflects the steady-state steering sensitivity of the vehicle and can be expressed according to the above formula (6). By superimposing the first response constraint relationship, which characterizes the transient response boundary, as a steady-state proportional reference, the complete intrinsic yaw transfer function can be constructed. This intrinsic yaw transfer function can be expressed by the following formula (8): Formula (8) in, The differential time constant (i.e., the zero of the first-order differential term) originates from the vehicle's lateral acceleration coupling effect. ) is a first-order differential element, which introduces phase lead to characterize the early coupling effect of motion on yaw response in the middle of the steering input.

[0082] The inherent yaw transfer function is used in response to the steering wheel angle signal input to output the vehicle's inherent yaw response.

[0083] In one possible implementation, the steering wheel angle signal is used to obtain the front wheel angle signal δ through the above formula (1), which is then input to the constructed inherent yaw transfer function. By performing calculations, the inherent yaw response of the vehicle under natural steering conditions without active stabilization intervention can be obtained. This inherent yaw response corresponds to the actual yaw rate under the vehicle's own steering characteristics. This inherent yaw response can intuitively reflect the difference between the vehicle's inherent steering characteristics and the ideal target characteristics. It serves as a reference for the feedforward compensator to calculate the required compensation yaw moment, providing data support for the prediction and early adjustment of feedforward control deviations, and ensuring that the compensation amount of feedforward control matches the actual characteristics of the vehicle.

[0084] The vehicle control method provided in this application constructs a first response constraint relationship based on the first yaw natural angular frequency and the first damping ratio obtained from the actual vehicle identification. This relationship defines the actual yaw response boundary determined by the vehicle's physical parameters. Then, it combines the steady-state yaw gain to construct an inherent yaw transfer function to characterize the vehicle's actual steering dynamic characteristics. When the front wheel angle signal, converted from the steering wheel angle, is input to the inherent yaw transfer function, the corresponding inherent yaw response of the vehicle can be output. This provides an accurate original vehicle characteristic benchmark for the calculation of the feedforward compensation torque, effectively reducing the control deviation caused by the model mismatch of the feedforward yaw torque and improving the accuracy and smoothness of the feedforward control intervention.

[0085] Optionally, the method described above determines the desired yaw response of the vehicle based on the second yaw natural angular frequency, the second damping ratio, and the steady-state yaw gain, including: Based on the second yaw natural angular frequency and the second damping ratio, a second response constraint relationship is constructed.

[0086] The second response constraint relationship is used to define the boundary of the ideal yaw response.

[0087] In one possible implementation, due to the natural angular frequency of the second yaw... Second damping ratio The desired yaw natural frequency and damping ratio of the vehicle can be matched by looking up a table based on the current vehicle speed. Therefore, the second yaw natural frequency can be used as a reference. Second damping ratio The second response constraint relationship is constructed according to the following formula (9).

[0088] Second response constraint relationship = Formula (9) Among them, the natural angular frequency of the second yaw The larger the value, the faster the steering response; the second damping ratio The larger the value, the smaller the overshoot of the yaw oscillation and the smoother the convergence.

[0089] This second response constraint is the target blueprint for feedforward control, defining the steering dynamics that the user ultimately wants the vehicle to exhibit: to make the steering more responsive and faster, the second yaw rate is increased. To make steering smoother and reduce body sway, increase the second damping ratio. The original vehicle's steering characteristics are inherent hardware properties, but through feedforward compensation, the actual response of the entire vehicle can be made to approximate the ideal characteristics designed by the user.

[0090] The desired yaw transfer function is constructed by combining the second response constraint relationship and the steady-state yaw gain.

[0091] Among them, the expected yaw transfer function Used to characterize the ideal steering characteristics of a vehicle.

[0092] In one possible implementation, the steady-state yaw gain The yaw rate amplitude, used to characterize the unit front wheel steering angle under steady-state uniform turning conditions, is determined by the vehicle wheelbase, reference speed, and vehicle stability factor. It reflects the steady-state steering sensitivity of the vehicle and can be expressed according to the above formula (6). By superimposing a second response constraint relationship characterizing the transient response boundary as a steady-state proportional reference, the complete desired yaw transfer function can be constructed. This desired yaw transfer function can be expressed by the following formula (10): Formula (10) in, It is the target gain calibration coefficient, which can fine-tune the sensitivity of steady-state steering; The yaw differential time constant (i.e., the zero of the first-order differential term) characterizes the leading coupling effect of lateral motion on yaw.

[0093] The desired yaw transfer function is obtained in response to the steering wheel angle signal input, and the desired yaw response of the vehicle is output.

[0094] In one possible implementation, the steering wheel angle signal is used to obtain the front wheel angle signal δ through the above formula (1), which is then input to the desired yaw transfer function constructed above. The system performs calculations and outputs the desired yaw response corresponding to the current front wheel steering operation, i.e., the target yaw rate. This desired yaw response is divided into two outputs. One output is input to the feedback control unit, where it is subtracted from the actual yaw rate measured by the on-board sensors to obtain the yaw deviation, providing a target benchmark for the feedback correction calculation. The other output serves as the target reference for the feedforward compensator, supporting the real-time calculation of the feedforward torque. This ensures that the feedforward control can synchronously output the compensation torque following the driver's steering operation, achieving an early intervention control effect.

[0095] The vehicle control method provided in this application constructs a second response constraint relationship based on the second yaw natural angular frequency and the second damping ratio calibrated with the current vehicle speed, so as to define the ideal yaw response boundary from a dynamic dimension; then, the second response constraint relationship and the steady-state yaw gain are used together to construct the desired yaw transfer function to characterize the ideal steering characteristics of the vehicle; in response to the steering wheel angle signal input to the desired yaw transfer function, the desired yaw response of the vehicle is output, which can not only flexibly adapt to the steering feel at different vehicle speeds through parameter calibration, but also provide an accurate ideal state reference for feedforward control, supporting feedforward control to achieve early and smooth yaw attitude control.

[0096] Optionally, the above method controls the vehicle based on the feedforward yaw moment, including: The feedback yaw torque is determined based on the actual yaw rate, steering wheel angle signal, and current vehicle speed.

[0097] Among them, the feedback yaw moment is the active yaw correction moment output by the feedback control channel in the vehicle lateral stability control system, used to correct the error of the feedforward yaw moment. This feedback yaw moment is formed around the vertical axis of the vehicle by applying braking force to the selected single wheel. Its function is to compensate for the residual deviation of yaw rate caused by factors such as insufficient accuracy of the dynamic model, changes in road adhesion conditions, and fluctuations in vehicle load in the feedforward control, while suppressing the influence of external driving disturbances on the vehicle attitude and improving the robustness of the entire stability control system. Compared with the large torque used for main correction in the traditional pure feedback VDC scheme, the feedback yaw moment of this application is only responsible for small-range deviation correction, with a lower output amplitude and a smoother intervention process, which can avoid the driving jerking caused by the large torque correction of the traditional scheme.

[0098] Among them, the actual yaw rate Yaw rate is the instantaneous angular velocity of a vehicle rotating about its center of mass perpendicular to the ground axis. It is a motion parameter that directly reflects the vehicle's lateral motion state and stability. Obtaining the actual yaw rate is to compare it with the determined target yaw rate to obtain the yaw rate deviation. This deviation provides input to the feedback control channel, which is used to correct control deviations caused by vehicle dynamics model errors and disturbances such as external road surface adhesion and load changes, thereby improving the robustness and accuracy of the control system.

[0099] Actual yaw rate of the vehicle Real-time measurements are taken using an inertial measurement unit (IMU) installed in the vehicle's center of gravity area. The IMU's internal yaw rate sensor detects the vehicle's rotational angular velocity around its vertical axis, outputting an angular velocity signal reflecting the vehicle's true lateral motion. This signal is then transmitted via the vehicle's bus to the chassis domain controller. This actual yaw rate... The feedback control unit directly input to the VDC control module performs a deviation calculation with the target yaw rate output by the target yaw reference model unit to obtain the difference between the current vehicle yaw state and the ideal target state, providing real vehicle motion state feedback for the feedback control path.

[0100] In one possible implementation, since the steering wheel angle signal represents the driver's steering input intention, the target yaw rate that the vehicle is expected to achieve under the current operating conditions can be calculated by combining the current vehicle speed with a preset target yaw dynamics model. The actual yaw rate is directly collected by onboard sensors and is an objective reflection of the vehicle's true motion state. The difference between the actual yaw rate and the target yaw rate can be used to obtain the deviation required for control. In addition to participating in the calculation of the target yaw rate, the current vehicle speed can also be used to match the feedback control gain for different vehicle speed ranges and adapt to the yaw dynamics characteristics of the vehicle that change with vehicle speed. Therefore, based on the actual yaw rate, the steering wheel angle signal, and the current vehicle speed, a stable feedback yaw torque adapted to the current operating conditions can be calculated and output.

[0101] Based on this, using the steering wheel angle signal and the vehicle's current speed, a pre-calibrated target yaw reference model unit is invoked to determine the target yaw rate of the vehicle under the current steering input and vehicle speed conditions. Simultaneously, the difference between the target yaw rate and the actual yaw rate is calculated to obtain the yaw rate deviation. Subsequently, two calculations are performed in parallel: first, based on the current reference speed and the amplitude of the yaw rate deviation, a proportional gain two-dimensional mapping table pre-calibrated on a real vehicle is consulted to obtain the proportional control coefficient adapted to the current operating conditions; second, the time-domain derivative of the yaw rate deviation is performed to obtain the rate of change of the yaw rate deviation. Finally, the proportional correction component is determined by the proportional control coefficient and the yaw rate deviation, and combined with the differential correction component corresponding to the rate of change of the second deviation, the two components are superimposed to obtain the feedback control yaw moment. This feedback yaw moment will subsequently be superimposed with the feedforward yaw moment to form the total yaw moment, participating in subsequent braking wheel selection and single-wheel braking torque conversion, thereby achieving closed-loop correction of the vehicle's lateral attitude.

[0102] The vehicle is controlled based on feedback yaw moment, feedforward yaw moment, and steering wheel angle signals.

[0103] In one possible implementation, the feedforward yaw moment and the feedback yaw moment are superimposed to obtain the total target yaw moment used to correct the vehicle's lateral attitude, thus determining the amplitude and direction of the braking intervention torque. The steering wheel angle signal can clearly define the current steering state and steering direction of the vehicle, providing a directional judgment basis for the selection of the target braking wheel. Together, they cover the selection of the target braking wheel and the magnitude of the braking force required for braking control. At the same time, applying braking force to one side of the vehicle's wheels will generate an additional yaw moment around the center of gravity, which can just offset or compensate for the vehicle's yaw attitude deviation, completely corresponding to the control target of the total target yaw moment. Therefore, the combination of these three types of signals can support all the decisions of wheel braking control.

[0104] Based on this, the feedforward yaw moment and the feedback yaw moment are first superimposed to obtain the total target yaw moment used to correct the vehicle's yaw attitude. Simultaneously, the steering wheel angle signal is used to determine whether the vehicle is currently turning left, right, or in a steering dead zone. Then, combining the direction and amplitude of the total target yaw moment, the target braking wheel is matched according to a preset wheel selection strategy. Specifically, left-turn and right-turn conditions correspond to different front and rear axle wheel selections. In the steering dead zone condition, the rear axle wheels are used for yaw deviation correction, and a hysteresis threshold is set to avoid frequent wheel switching and ensure smooth control. After determining the target braking wheel, the total target yaw moment is converted into the braking moment corresponding to the target braking wheel by combining the wheelbase, tire rolling radius, and braking force correction coefficient of the corresponding axle. A braking request containing the target braking wheel identifier and braking force magnitude is generated and finally sent to the braking actuator through the chassis domain controller. The braking actuator then applies the corresponding braking force to the target braking wheel to generate the required compensating yaw moment.

[0105] The vehicle control method provided in this application generates an ideal yaw target based on the steering wheel angle signal and the current vehicle speed. It then calculates the feedback yaw torque by combining the real-time collected actual yaw rate. This feedback yaw torque is used to correct the dynamic model errors and operational disturbance deviations present in the feedforward yaw torque. Finally, the feedback yaw torque and the feedforward yaw torque are fused and matched with the driver's steering intention to implement coordinated control of the vehicle's lateral attitude. Therefore, this application, through a control architecture combining feedforward and feedback, can both rely on the feedforward path to follow the driver's steering operation and output the control torque in advance, effectively solving the problems of delayed intervention and strong braking jerking in traditional pure feedback control, and utilize the feedback path to correct residual deviations in real time, resisting external disturbances such as changes in road surface adhesion and vehicle load shifts. This ensures control response speed while improving system control accuracy and robustness, achieving smooth and accurate lateral stability control of the vehicle.

[0106] Figure 5 A flowchart illustrating a vehicle control method provided in this application embodiment. Figure 3 .like Figure 5As shown, the method described above determines the feedback yaw moment based on the actual yaw rate, steering wheel angle signal, and current vehicle speed, including: S510: Determine the desired yaw rate based on the steering wheel angle signal and the current vehicle speed.

[0107] In one possible implementation, the steering wheel angle signal is first used to obtain the front wheel angle signal δ through the above formula (1), which is then used as the input of the target yaw reference model unit. At the same time, the VDC control module determines the current vehicle speed based on the wheel speed signal and retrieves the second yaw natural frequency at the corresponding vehicle speed through a one-dimensional lookup table calibrated with the vehicle speed. With the second damping ratio With steady-state gain The dynamic characteristics of the target yaw reference model unit are adapted to the vehicle speed. Finally, the target yaw reference model unit takes the front wheel steering angle signal δ as input and outputs the desired yaw rate that meets the preset ideal steering characteristics through the following formula (11). .

[0108] Formula (11) Wherein, the expected yaw transfer function It can be determined by the above formula (10).

[0109] The expected yaw rate It serves as the target benchmark for the entire feedback control path, and its dynamic characteristics can be flexibly adjusted through calibration parameters, such as increasing the natural angular frequency of the second yaw. It can accelerate steering response and increase the second damping ratio. It can suppress yaw overshoot, thereby achieving active optimization of the vehicle's steering feel.

[0110] S520. Calculate the second deviation between the actual yaw rate and the desired yaw rate.

[0111] In one possible implementation, the actual yaw rate is calculated according to the following formula (12). With the expected yaw rate The second deviation between .

[0112] Formula (12) Among them, the second deviation It is used to quantify the degree of deviation between the current actual lateral motion state of the vehicle and the ideal target state. The positive or negative deviation corresponds to different instability trends of understeering or oversteering of the vehicle. The magnitude of the deviation corresponds to the degree of instability. It is the basis for calculating the subsequent feedback control torque and the foundation for feedback control to achieve closed-loop correction.

[0113] S530, based on the current vehicle speed and the second deviation, determines the feedback yaw moment.

[0114] In one possible implementation, the deviation signal between the current vehicle speed and the yaw rate (i.e., the second deviation) is first received. Based on the current vehicle speed and the second deviation The amplitude is obtained by matching the corresponding proportional gain coefficient through a table of pre-calibrated parameters. At the same time, the yaw rate deviation is processed by time-domain differentiation to obtain the rate of change of the second deviation. The output value of the feedback yaw moment is determined by combining the proportional gain and the rate of change of the second deviation. The proportional gain is dynamically adapted to the vehicle speed and the degree of deviation, so that the appropriate correction force can be matched under different driving conditions. The rate of change of the second deviation can predict the trend of yaw deviation. When the deviation increases rapidly, the correction effect is enhanced in advance, and when the deviation converges rapidly, the output force is weakened in advance, which effectively suppresses control overshoot and improves control smoothness. The final output feedback yaw moment can make up for the inherent accuracy error of the feedforward dynamics model and resist external disturbances such as road adhesion fluctuations and vehicle load changes.

[0115] The vehicle control method provided in this application determines the desired yaw rate based on the steering wheel angle signal and the current vehicle speed; it compares the second deviation between the actual yaw rate and the desired yaw rate, namely the yaw state deviation; and then determines the feedback yaw torque based on the current vehicle speed and the second deviation. This feedback yaw torque can be used to correct the accuracy error of the feedforward dynamics model in real time, resist external disturbances such as changes in road surface adhesion and vehicle load fluctuations, effectively improve the robustness of system control, and work with the feedforward path to achieve yaw stability control with advance prediction and accurate correction, thereby improving the driving experience of traditional pure feedback VDC with delayed intervention and braking jerking.

[0116] Optionally, the method described above determines the feedback yaw moment based on the current vehicle speed and the second deviation, including: Calculate the rate of change of the second deviation within the preset time period.

[0117] The rate of change is used to characterize the fluctuation of the actual yaw rate within a preset time period. The preset time period, also known as the control cycle, is a fixed time step for the controller, typically in the millisecond range, and can be calibrated and selected according to computing power and real-time requirements.

[0118] In one possible implementation, the rate of change of the second deviation within a preset time period can be calculated using the following formula (13).

[0119] Rate of change of the second deviation = Formula (13) in, This is the second deviation in the current control cycle; This is the second deviation from the previous control cycle.

[0120] Rate of change of the second deviation It not only reflects the fluctuation range of yaw rate deviation, but also intuitively shows the development trend of the deviation: when the rate of change of the second deviation is positive and the value is large, it indicates that the trend of vehicle yaw instability is rapidly intensifying; when the rate of change of the second deviation is negative and the absolute value is large, it indicates that the vehicle attitude is rapidly converging towards the target state. As the differential adjustment component in feedback control, the rate of change of this second deviation has the predictive characteristic of phase advance. It can enhance the correction force in advance before the deviation further expands, and weaken the output intensity in advance before the deviation is about to converge. This effectively avoids the overcorrection problem that is prone to occur in pure proportional control, suppresses yaw oscillation overshoot, and improves the smoothness of the control process.

[0121] Based on the current vehicle speed and the second deviation, determine the proportional coefficient.

[0122] The proportional coefficient is used to characterize the yaw control process's response sensitivity to the second deviation.

[0123] In one possible implementation, the current vehicle speed and the magnitude of the second deviation are used as two input dimensions, and the proportional coefficient for the corresponding operating condition is obtained by looking up a table of pre-calibrated two-dimensional parameters. This proportionality coefficient The proportional component parameter of the feedback control directly determines the magnitude of the corrective torque output per unit deviation; the proportional coefficient. The higher the value, the stronger the vehicle control system's sensitivity to deviations and the greater its corrective force.

[0124] The design employs a lookup table based on both current vehicle speed and the second deviation amplitude, which can adapt to the control requirements of different driving scenarios. For example, when driving at low speeds, the vehicle's steering response is already quite sensitive, so the proportional coefficient can be appropriately reduced. This avoids excessive control intervention and preserves a natural driving feel; in situations involving high speeds or large deviations where the vehicle is close to instability, the proportional coefficient is increased accordingly. To ensure sufficient correction capability, guarantee vehicle driving stability, and ultimately achieve a multi-objective balance between control sensitivity, driving smoothness, and driving safety.

[0125] The feedback yaw moment is determined based on the rate of change, the proportionality coefficient, and the second deviation.

[0126] In one possible implementation, based on the rate of change proportionality coefficient Second deviation The feedback yaw moment can be determined according to the following formula (14). .

[0127] Formula (14) Among them, the proportionality coefficient Second deviation The product of the two is the proportional control term, which is the basic correction component of feedback control. The output magnitude is directly positively correlated with the amplitude of the current yaw attitude deviation. The larger the second deviation, the stronger the correction force. It is used to eliminate the steady-state deviation of the vehicle's yaw motion and continuously pull the vehicle's lateral attitude back to the ideal target state. It is the basis for ensuring the steady-state accuracy of feedback control.

[0128] By controlling the proportional control item and the rate of change Combined with the feedback yaw moment It can compensate for the inherent accuracy error of the feedforward dynamics model, while resisting external disturbances such as changes in road surface adhesion coefficient, vehicle load offset, and crosswind interference.

[0129] The vehicle control method provided in this application calculates the rate of change of the second deviation within a preset time period to predict the development trend of the vehicle attitude. Simultaneously, it combines the current reference vehicle speed and the deviation amplitude to look up a table and match a proportional coefficient suitable for the operating conditions. Finally, based on the rate of change, the proportional coefficient, and the second deviation, it determines the feedback yaw moment. Therefore, the feedback control of this application can both balance control sensitivity and driving smoothness under different operating conditions through a proportional coefficient adapted in both vehicle speed and the second deviation. Furthermore, it can suppress control overshoot and reduce the jerkiness of braking intervention by utilizing the advanced predictive effect of the second deviation's rate of change. At the same time, it can effectively correct the inherent errors of the feedforward dynamics model, resist external disturbances such as road surface adhesion fluctuations and vehicle load changes, and improve the robustness of the vehicle control system.

[0130] Figure 6 A flowchart illustrating a vehicle control method provided in this application embodiment. Figure 4 .like Figure 6 As shown, the above method controls the vehicle based on feedback yaw moment, feedforward yaw moment, and steering wheel angle signals, including: S610: Determine the current vehicle steering state based on the steering wheel angle signal.

[0131] The current vehicle steering state is used to characterize the driver's current steering intention and the current steering condition of the vehicle.

[0132] In one possible implementation, the front wheel angle signal δ is first obtained from the steering wheel angle signal using the formula (1) above. The current steering state of the vehicle is determined based on the direction and amplitude of the front wheel angle signal δ, which can be specifically divided into left turn state, right turn state, and straight-line state where the steering wheel angle amplitude is within the preset dead zone range. The preset dead zone range can be calibrated according to the transmission clearance and handling characteristics of the steering system, and is used to filter out invalid steering signals caused by slight hand tremors of the driver, so as to avoid false triggering of control.

[0133] S620 determines the target braking wheel that matches the current steering operation intention based on the steering state, feedback yaw moment, and feedforward yaw moment, and controls the vehicle.

[0134] In one possible implementation, it is first based on the feedback yaw moment. and feedforward yaw moment The total yaw moment is calculated according to the following formula (15). .

[0135] Formula (15) Then, the target braking wheel can be determined based on the correspondence between the current vehicle steering state and the total yaw moment, as shown in Table 1 below.

[0136] Table 1 shows the relationship between the current vehicle steering state and the total yaw moment, used to determine the target braking wheels.

[0137] As shown in Table 1, when the steering wheel angle is within the dead zone, the total yaw moment... The direction of the rear axle is selected by choosing the left or right wheel to correct yaw deviation. The 100 Nm and -100 Nm values ​​in the table above are for implementing the hysteresis loop and do not indicate the existence of a dead zone. Generally, the total yaw moment Mz is considered positive to the left.

[0138] Once the target braking wheel is determined, the torque distribution module converts the total yaw moment Mz into the target braking moment corresponding to the target braking wheel based on the wheelbase, tire rolling radius, and braking force correction coefficient of the corresponding axle. This generates a braking request containing the target braking wheel identifier and the magnitude of the braking force, which is then sent to the braking actuator via the chassis domain controller. Finally, the braking actuator applies a corresponding braking moment to the target braking wheel. The braking force of one side wheel forms a compensating yaw moment around the vehicle's center of gravity, thereby achieving active control of the vehicle's lateral attitude that matches the driver's steering intention.

[0139] The vehicle control method provided in this application identifies the current vehicle steering state based on the steering wheel angle signal to analyze the driver's steering intention. It then combines the steering state with the total yaw moment obtained by superimposing the feedforward yaw moment and the feedback yaw moment to match the corresponding target braking wheel, thereby performing braking control on the target braking wheel. Therefore, the wheel selection in this application can match the optimal braking wheel for different steering conditions such as left turns, right turns, and straight-ahead driving. Simultaneously, it sets a hysteresis threshold to avoid frequent wheel switching, effectively improving control smoothness. By generating a compensating yaw moment through the braking force of a single wheel, it achieves lateral stability control highly adapted to the driver's steering intention, balancing driving stability and natural handling feel.

[0140] Optionally, before controlling the vehicle in the above method, the method further includes: Based on the feedback yaw moment, the feedforward yaw moment, and the target braking wheel, the corresponding braking torque is applied to the target braking wheel.

[0141] In one possible implementation, based on feedback yaw moment and feedforward yaw moment The total yaw moment is calculated according to the above formula (15). Subsequently, based on the target braking wheel determined through a preset wheel selection strategy, the system identifies whether the target braking wheel belongs to the front or rear axle, matches the wheel track, tire rolling radius, and braking force correction coefficient for the corresponding axle, and converts the total yaw moment into the braking torque value required to be applied to that single target braking wheel. Specifically, the selection of the target braking wheel matches the preset wheel selection strategy, matching the wheel on the corresponding side based on the direction of the total yaw moment and the current steering state. Different correction coefficients are used for different axles to adapt to the load distribution and braking characteristics of the front and rear axles, ensuring the accuracy of the conversion between braking torque and yaw moment, and providing an accurate control target for subsequent braking execution.

[0142] Vehicle control is based on braking torque.

[0143] In one possible implementation, based on the braking torque, the torque distribution module generates a braking control request containing the target braking wheel identifier and the corresponding braking torque, and sends it to the vehicle's braking actuator via the chassis domain controller's onboard bus interface. Upon receiving the braking control request, the braking actuator uses its internal braking pressure adjustment unit to regulate the pressure of the independent braking circuit of the target braking wheel, causing the target braking wheel to generate a braking torque matching the command amplitude. After braking force is applied to one wheel, the braking force forms a lever arm along the wheelbase, generating a corresponding compensating yaw moment around the vehicle's center of gravity, actively adjusting the vehicle's yaw motion state and correcting lateral attitude deviations.

[0144] The vehicle control method provided in this application is based on the superposition of feedback yaw moment and feedforward yaw moment to obtain a total yaw moment. After determining the target braking wheel by combining a preset wheel selection strategy, the total yaw moment is converted into the braking torque corresponding to the target braking wheel, and then sent to the braking actuator to implement braking control on the target braking wheel. Thus, this application, through the coordinated output of early feedforward intervention and accurate feedback correction, takes into account both the real-time performance and accuracy of control response. Combined with the condition-adaptive wheel selection logic and accurate torque conversion mechanism, it ensures the accurate implementation of yaw moment compensation, achieves smooth and stable control of the vehicle's lateral attitude, and improves the driving experience of traditional pure feedback VDC braking intervention, which is abrupt and has a strong sense of jerkiness.

[0145] Optionally, the above method applies a corresponding braking torque to the target braking wheel based on the feedback yaw moment, the feedforward yaw moment, and the target braking wheel, including: Obtain the wheel track and tire rolling radius of the axle where the target braking wheel is located, as well as the preset braking force correction coefficient of the corresponding axle.

[0146] The preset braking force correction coefficient is used to characterize the mechanical efficiency loss during the braking force transmission process.

[0147] In one possible implementation, after the torque distribution module selects the target braking wheel, it first identifies whether the wheel belongs to the front or rear axle. It then retrieves the wheelbase B (the lateral distance between the rotation centers of the left and right wheels on the same axle) from the pre-stored calibration parameters of the chassis domain controller. The front and rear axles each have independent wheelbases B. Simultaneously, it retrieves the vehicle's uniform tire rolling radius R (the effective working radius under rolling conditions). Both types of parameters are fundamental geometric parameters fixed during the vehicle development phase based on actual vehicle structure calibration. The axle wheelbase B and tire rolling radius R are the physical benchmarks for converting yaw moment into wheel braking torque. Their accuracy directly determines the final braking torque control accuracy, providing a reliable dimensional basis for subsequent torque conversion calculations.

[0148] Then, based on the axle type of the target braking wheel, the pre-calibrated corresponding axle braking force correction coefficient k is retrieved. This preset braking force correction coefficient k characterizes the torque transmission loss caused by factors such as brake caliper mechanical transmission efficiency, hydraulic line pressure loss, and tire contact slip characteristics throughout the entire process of the vehicle braking system from control command output to wheel ground braking force formation. Independent correction coefficients are set for the front and rear axles due to differences in brake actuator specifications, axle load distribution ratios, and tire contact characteristics. By introducing the axle-differentiated preset braking force correction coefficient k, efficiency compensation can be performed on the theoretical calculation value, eliminating the deviation in actual control quantity caused by inherent losses in the mechanical system, and ensuring that the actual yaw torque acting on the vehicle is consistent with the control target value.

[0149] Based on the feedback yaw moment, feedforward yaw moment, axle track, tire rolling radius, and preset braking force correction coefficient, the braking torque corresponding to the target braking wheel is determined.

[0150] In one possible implementation, the feedback yaw moment is first... and feedforward yaw moment The total yaw moment is calculated according to the above formula (15). .

[0151] If the target braking wheel is a front axle wheel (front wheel), then based on the total yaw moment... Front axle track Tire rolling radius and preset front axle braking force correction coefficient The braking torque corresponding to the front axle wheel is determined according to the following formula (16). .

[0152] Formula (16) If the target braking wheel is a rear axle wheel (rear wheel), then based on the total yaw moment... Rear axle track Tire rolling radius and preset Braking force correction coefficient The braking torque corresponding to the rear axle wheel is determined according to the following formula (17). .

[0153] Formula (17) Therefore, through the above formulas (16) and (17), the braking force conversion of different axle positions is adapted to the structure and efficiency characteristics of the corresponding axle. The determined braking torque will be sent to the braking actuator along with the braking request. The braking actuator will apply a corresponding braking force to the target braking wheel. The lateral braking force forms a compensating yaw moment that meets the control target, and finally achieves stable control of the vehicle's lateral attitude.

[0154] The vehicle control method provided in this application obtains the wheelbase and tire rolling radius of the axle containing the target braking wheel, as well as a preset braking force correction coefficient for the corresponding axle. The preset braking force correction coefficient characterizes the mechanical efficiency loss during braking force transmission. Based on the feedback yaw moment and the feedforward yaw moment, the total yaw moment is obtained. Then, based on the total yaw moment, the wheelbase, the tire rolling radius, and the preset braking force correction coefficient, the braking moment corresponding to the target braking wheel is determined. Therefore, this application can accurately adapt to the different braking transmission characteristics and efficiency differences between the front and rear axles, ensuring that the actual yaw moment generated by the braking force of a single wheel matches the control target, reducing control deviations caused by mechanical losses, and improving the execution accuracy and operating condition consistency of yaw stability control.

[0155] In addition, this application also provides a feedforward yaw moment. The calculation method.

[0156] The above formula (5) can also be obtained from the yaw rate of the whole vehicle. With the expected yaw rate The feedforward yaw moment that needs to be applied in advance is calculated. Among them, the yaw rate of the entire vehicle It can be expressed by the following formula (18): Formula (18) in, When the driver turns the steering wheel, the yaw response that the vehicle naturally produces by the steering itself represents the vehicle's inherent steering characteristics. When VDC actively intervenes, the additional yaw rate generated by the yaw torque formed by the braking force difference is used to actively correct the vehicle attitude.

[0157] When the yaw rate of the whole vehicle With the expected yaw rate When they are equal, the feedforward yaw moment that needs to be applied in advance is calculated. The specific process is as follows: → =

[0158] →

[0159] Then, the part of the above equation that is independent of the rotation angle is defined as the transfer function of the feedforward compensator. The transfer function of the feedforward compensator It can be expressed by the following formula (19): Formula (19) The transfer function of the feedforward compensator Using the steering wheel angle signal as the sole input, it directly outputs the feedforward yaw torque. It does not require waiting for actual attitude deviations to occur, thus enabling early prediction and intervention control, eliminating the lag in feedback control at its source.

[0160] Based on the same inventive concept, this application also provides a vehicle control device. Since the principle of the device in this application is similar to the vehicle control method described above in this application, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be described again.

[0161] Figure 7 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application. Figure 7 As shown, the vehicle control device 700 may include: The acquisition module 701 is used to acquire the vehicle's steering wheel angle signal and current vehicle speed; The first determining module 702 is used to determine the desired yaw response and the inherent yaw response of the vehicle based on the current vehicle speed. The desired yaw response is used to characterize the ideal steering characteristics that the vehicle is expected to achieve. The inherent yaw response is used to characterize the actual steering characteristics defined by the vehicle's physical parameters. The second determining module 703 is used to determine the feedforward yaw moment based on the expected yaw response, the inherent yaw response, and the steering wheel angle signal. The feedforward yaw moment is used to counteract the inherent response delay during vehicle steering. The control module 704 is used to control the vehicle based on the feedforward yaw moment.

[0162] In one optional implementation, the first determining module 702 is specifically used to: calculate a first deviation between the desired yaw response and the inherent yaw response, the first deviation being used to characterize the compensation requirement between the ideal steering characteristics and the actual steering characteristics; and process the first deviation and the steering wheel angle signal based on a preset yaw moment conversion function to obtain a feedforward yaw moment, the preset yaw moment conversion function being used to characterize the angular velocity response rate of the vehicle under unit yaw moment.

[0163] In one optional implementation, the first determining module 702 is specifically configured to: determine, based on the current vehicle speed, a first yaw natural frequency, a first damping ratio, a steady-state yaw gain, a second yaw natural frequency, and a second damping ratio, wherein the second yaw natural frequency characterizes the desired response speed of the vehicle; the second damping ratio characterizes the desired smoothness of the vehicle; the steady-state yaw gain characterizes the desired steady-state yaw rate of the vehicle per unit steering wheel angle; the first damping ratio characterizes the actual smoothness achieved by the vehicle; the first yaw natural frequency characterizes the actual response speed achieved by the vehicle; determine the inherent yaw response of the vehicle based on the first yaw natural frequency, the first damping ratio, and the steady-state yaw gain; and determine the desired yaw response of the vehicle based on the second yaw natural frequency, the second damping ratio, and the steady-state yaw gain.

[0164] In one optional implementation, the first determining module 702 is specifically used to: construct a first response constraint relationship based on a first yaw natural angular frequency and a first damping ratio, the first response constraint relationship being used to constrain the actual yaw response boundary limited by vehicle physical parameters; construct an inherent yaw transfer function based on steady-state yaw gain and the first response constraint relationship, the inherent yaw transfer function being used to characterize the actual steering characteristics of the vehicle; and output the inherent yaw response amount of the vehicle in response to the steering wheel angle signal input to the inherent yaw transfer function.

[0165] In one optional implementation, the first determining module 702 is specifically used to: construct a second response constraint relationship based on the second yaw natural angular frequency and the second damping ratio, the second response constraint relationship being used to define the ideal yaw response boundary; construct a desired yaw transfer function by combining the second response constraint relationship and the steady-state yaw gain, the desired yaw transfer function being used to characterize the vehicle's ideal steering characteristics in response to the input of the steering wheel angle signal, and output the desired yaw response amount of the vehicle.

[0166] In one alternative implementation, the control module 704 is specifically configured to: determine a feedback yaw moment based on the actual yaw rate, the steering wheel angle signal, and the current vehicle speed, wherein the feedback yaw moment is used to correct the error of the feedforward yaw moment; and control the vehicle based on the feedback yaw moment, the feedforward yaw moment, and the steering wheel angle signal.

[0167] In one alternative implementation, the control module 704 is specifically configured to: determine the desired yaw rate based on the steering wheel angle signal and the current vehicle speed; calculate a second deviation between the actual yaw rate and the desired yaw rate; and determine the feedback yaw torque based on the current vehicle speed and the second deviation.

[0168] In one optional implementation, the control module 704 is specifically configured to: calculate the rate of change of the second deviation within a preset time period, the rate of change being used to characterize the fluctuation of the actual yaw rate within the preset time period; determine a proportional coefficient based on the current vehicle speed and the second deviation, the proportional coefficient being used to characterize the response sensitivity of the yaw control process to the second deviation; and determine the feedback yaw torque based on the rate of change, the proportional coefficient, and the second deviation.

[0169] In one alternative implementation, the control module 704 is specifically configured to: determine the current steering state of the vehicle based on the steering wheel angle signal, wherein the current steering state of the vehicle is used to characterize the driver's current steering operation intention; determine the target braking wheel that matches the current steering operation intention based on the steering state, feedback yaw moment and feedforward yaw moment, and control the vehicle.

[0170] In an optional implementation, the control module 704 is further configured to: calculate the braking torque corresponding to the target braking wheel based on the feedback yaw moment, the feedforward yaw moment, and the target braking wheel; and control the vehicle based on the braking torque.

[0171] In one optional implementation, the control module 704 is specifically used to: obtain the wheelbase and tire rolling radius of the axle where the target braking wheel is located, as well as the preset braking force correction coefficient of the corresponding axle, wherein the preset braking force correction coefficient is used to characterize the mechanical efficiency loss in the braking force transmission process; and determine the braking torque corresponding to the target braking wheel based on the feedback yaw moment, the feedforward yaw moment, the wheelbase of the axle, the tire rolling radius, and the preset braking force correction coefficient.

[0172] It should be noted that for details not disclosed in the vehicle control device of this application embodiment, please refer to the details disclosed in the vehicle control method of this application embodiment, which will not be repeated here.

[0173] These modules can be one or more integrated circuits configured to implement the above methods, such as one or more Application Specific Integrated Circuits (ASICs), or one or more microprocessors, one or more Field Programmable Gate Arrays (FPGAs), etc. Alternatively, when a module is implemented using processing element scheduler code, the processing element can be a general-purpose processor, such as a Central Processing Unit (CPU) or other processor capable of calling program code. Furthermore, these modules can be integrated together as a system-on-a-chip (SOC).

[0174] Optionally, embodiments of this application also provide a computer-readable storage medium storing a computer program. When the computer program is run by a processor, the processor executes the steps of the vehicle control method in the above embodiments. The specific implementation and technical effects are similar and will not be repeated here.

[0175] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of 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 functional units in the various embodiments of this application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The integrated unit described above can be implemented in hardware or in the form of hardware plus software functional units.

[0176] Optionally, this embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a vehicle control method provided in the above embodiment.

[0177] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0178] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0179] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, 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.

[0180] 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 vehicle control method, characterized in that, include: Acquire the vehicle's steering wheel angle signal and current vehicle speed; Based on the current vehicle speed, the desired yaw response and the inherent yaw response of the vehicle are determined respectively. The desired yaw response is used to characterize the steering characteristics that the vehicle is expected to achieve. The inherent yaw response is used to characterize the steering characteristics defined by the vehicle's physical parameters. Based on the expected yaw response, the inherent yaw response, and the steering wheel angle signal, a feedforward yaw moment is determined, which is used to counteract the inherent response delay during vehicle steering. The vehicle is controlled based on the feedforward yaw moment.

2. The method according to claim 1, characterized in that, The determination of the feedforward yaw moment based on the desired yaw response, the inherent yaw response, and the steering wheel angle signal includes: Calculate a first deviation between the desired yaw response and the inherent yaw response, the first deviation being used to characterize the compensation requirement between the ideal steering characteristics and the actual steering characteristics; Based on a preset yaw moment conversion function, the first deviation and the steering wheel angle signal are processed to obtain the feedforward yaw moment. The preset yaw moment conversion function is used to characterize the angular velocity response rate of the vehicle under unit yaw moment.

3. The method according to claim 1, characterized in that, The determination of the vehicle's desired yaw response and inherent yaw response based on the current vehicle speed includes: Based on the current vehicle speed, a first yaw natural frequency, a first damping ratio, a steady-state yaw gain, a second yaw natural frequency, and a second damping ratio are determined respectively. The second yaw natural frequency is used to characterize the desired response speed of the vehicle; the second damping ratio is used to characterize the desired smoothness of the vehicle; the steady-state yaw gain is used to characterize the desired steady-state yaw rate of the vehicle per unit steering wheel angle; the first damping ratio is used to characterize the actual smoothness achieved by the vehicle; and the first yaw natural frequency is used to characterize the actual response speed of the vehicle. The inherent yaw response of the vehicle is determined based on the first yaw natural angular frequency, the first damping ratio, and the steady-state yaw gain. The desired yaw response of the vehicle is determined based on the second yaw natural angular frequency, the second damping ratio, and the steady-state yaw gain.

4. The method according to claim 3, characterized in that, The determination of the vehicle's inherent yaw response based on the first yaw natural angular frequency, the first damping ratio, and the steady-state yaw gain includes: Based on the first yaw natural angular frequency and the first damping ratio, a first response constraint relationship is constructed. The first response constraint relationship is used to constrain the actual yaw response boundary limited by the vehicle's physical parameters. Based on the steady-state yaw gain and the first response constraint relationship, an inherent yaw transfer function is constructed, which is used to characterize the actual steering characteristics of the vehicle. In response to the steering wheel angle signal input, the inherent yaw transfer function is input, and the inherent yaw response of the vehicle is output.

5. The method according to claim 3, characterized in that, The determination of the desired yaw response of the vehicle based on the second yaw natural angular frequency, the second damping ratio, and the steady-state yaw gain includes: Based on the second yaw natural angular frequency and the second damping ratio, a second response constraint relationship is constructed, which is used to define the ideal yaw response boundary. The desired yaw transfer function is constructed by combining the second response constraint relationship and the steady-state yaw gain. The desired yaw transfer function is used to characterize the ideal steering characteristics of the vehicle. In response to the steering wheel angle signal input, the desired yaw transfer function is obtained as the output, which is the desired yaw response of the vehicle.

6. The method according to claim 1, characterized in that, The control of the vehicle based on the feedforward yaw moment includes: Based on the actual yaw rate, the steering wheel angle signal, and the current vehicle speed, a feedback yaw moment is determined, which is used to correct the error of the feedforward yaw moment. The vehicle is controlled based on the feedback yaw moment, the feedforward yaw moment, and the steering wheel angle signal.

7. The method according to claim 6, characterized in that, The determination of the feedback yaw moment based on the actual yaw rate, the steering wheel angle signal, and the current vehicle speed includes: Based on the steering wheel angle signal and the current vehicle speed, determine the desired yaw rate; Calculate the second deviation between the actual yaw rate and the desired yaw rate; The feedback yaw moment is determined based on the current vehicle speed and the second deviation.

8. The method according to claim 7, characterized in that, Determining the feedback yaw moment based on the current vehicle speed and the second deviation includes: Calculate the rate of change of the second deviation within a preset time period, where the rate of change is used to characterize the fluctuation of the actual yaw rate within the preset time period; Based on the current vehicle speed and the second deviation, a proportional coefficient is determined, which is used to characterize the response sensitivity of the yaw control process to the second deviation; The feedback yaw moment is determined based on the rate of change, the proportionality coefficient, and the second deviation.

9. The method according to claim 6, characterized in that, The control of the vehicle based on the feedback yaw moment, the feedforward yaw moment, and the steering wheel angle signal includes: Based on the steering wheel angle signal, the current vehicle steering state is determined, and the current vehicle steering state is used to characterize the driver's current steering intention. Based on the steering state, the feedback yaw moment, and the feedforward yaw moment, a target braking wheel matching the current steering operation intention is determined, and the vehicle is controlled.

10. The method according to claim 9, characterized in that, Before controlling the vehicle, the method further includes: Based on the feedback yaw moment, the feedforward yaw moment, and the target braking wheel, a corresponding braking torque is applied to the target braking wheel; The vehicle is controlled based on the braking torque.

11. The method according to claim 10, characterized in that, The step of applying a corresponding braking torque to the target braking wheel based on the feedback yaw moment, the feedforward yaw moment, and the target braking wheel includes: The wheel track and tire rolling radius of the axle where the target braking wheel is located, as well as the preset braking force correction coefficient of the corresponding axle, are obtained. The preset braking force correction coefficient is used to characterize the mechanical efficiency loss during the braking force transmission process. Based on the feedback yaw moment, the feedforward yaw moment, the axle track, the tire rolling radius, and the preset braking force correction coefficient, the braking torque corresponding to the target braking wheel is determined.

12. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 11.

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