Vehicle, vehicle stability control method and apparatus, and medium

Abstract

A vehicle, a vehicle stability control method and apparatus, and a medium. The method comprises: establishing a lateral stability linear model of a vehicle, wherein in the lateral stability linear model, an additional yaw moment is used as a control quantity, both a mass-center sideslip angle and a yaw rate are used as state quantities correlated with a tire lateral force, and the tire lateral force is linearly correlated with a tire sideslip angle within a preset sideslip angle range; using, as a first optimization objective, the objective of the additional yaw moment meeting a target mass-center sideslip angle and a target yaw rate, and constructing a constraint condition of the first optimization objective on the basis of an additional torque capability range of each motor of the vehicle; and using, as a second optimization objective, the objective of enabling the output energy of each motor to be minimum, and decomposing the additional yaw moment into the additional torque of each motor on the basis of the second optimization objective and the first optimization objective having the constraint condition. The vehicle stability control can be realized with the minimum motor energy output, thereby improving the energy-saving effect.

Description

Vehicle, vehicle stability control method, device and medium Cross-reference to related applications

[0001] This application claims priority to Chinese Patent Application No. 202410689002.X, filed May 30, 2024, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0002] The present application belongs to the technical field of vehicle control, and particularly relates to a vehicle, a vehicle stability control method, a device and a medium. BACKGROUND

[0003] Vehicle stability plays an important role in improving vehicle performance and user experience. Currently, the related technology mainly obtains the stability state of the vehicle by performing stability boundary identification to establish constraints, and performs model predictive controller control with the output of the reference model as the expectation to obtain the optimal additional yaw moment. However, the vehicle stability control model established by this scheme is not reasonable in the use of motor energy, resulting in poor energy saving effect. SUMMARY

[0004] The technical scheme of the present application provides a vehicle, a vehicle stability control method, a device and a medium, which can at least to some extent realize vehicle stability control with minimum motor energy output and improve energy saving effect.

[0005] Other characteristics and advantages of the present application will become apparent from the following detailed description, or will be learned by practice of the present application.

[0006] According to a first aspect of the technical scheme of the present application, a vehicle stability control method is provided, comprising:

[0007] establishing a lateral stability linear model of the vehicle, the lateral stability linear model taking an additional yaw moment as a control variable, taking a center of mass side slip angle and a yaw angular velocity as state variables, the center of mass side slip angle and the yaw angular velocity being state variables related to tire lateral force, the tire lateral force being linearly related to tire side slip angle within a preset side slip angle range;

[0008] obtaining a target center of mass side slip angle and a target yaw angular velocity, taking the additional yaw moment to satisfy the target center of mass side slip angle and the target yaw angular velocity as a first optimization target, and constructing a constraint condition of the first optimization target according to an additional torque capability range of each motor of the vehicle;

[0009] taking the minimum output energy of each motor as a second optimization target, and decomposing the additional yaw moment into additional torques of each motor according to the second optimization target and the first optimization target with the constraint condition.

[0010] In some technical solutions of the present application, based on the foregoing scheme, the step of establishing the lateral stability linear model of the vehicle comprises:

[0011] establishing a two-degree-of-freedom lateral dynamics model of the vehicle;

[0012] constructing a first tire lateral force model of the tire lateral force with respect to the tire side slip angle in a first preset side slip angle range, and constructing a second tire lateral force model of the tire lateral force with respect to the tire side slip angle in a second preset side slip angle range, wherein the first preset side slip angle range is less than a side slip angle threshold, and the second preset side slip angle range is greater than or equal to the side slip angle threshold;

[0013] constructing a tire side slip angle estimation model according to the mass center side slip angle and the yaw rate of the vehicle;

[0014] establishing the lateral stability linear model of the vehicle according to the tire side slip angle estimation model, the first tire lateral force model, the second tire lateral force model, and the two-degree-of-freedom lateral dynamics model of the vehicle.

[0015] In some technical solutions of the present application, based on the foregoing scheme, the step of constructing the first tire lateral force model of the tire lateral force with respect to the tire side slip angle in the first preset side slip angle range comprises:

[0016] in the first preset side slip angle range, constructing the first tire lateral force model based on the formula .

[0017] wherein, Ft represents the tire lateral force, C represents the tire side stiffness, a represents the tire side slip angle, and m represents the road adhesion coefficient, Fz represents the tire vertical load, a0 represents the side slip angle threshold.

[0018] In some technical solutions of the present application, based on the foregoing scheme, the step of obtaining the target mass center side slip angle and the target yaw rate, taking the additional yaw moment satisfying the target mass center side slip angle and the target yaw rate as the first optimization target, comprises:

[0019] obtaining the target mass center side slip angle and the target yaw rate required by the user under the current working condition of the vehicle;

[0020] taking the target mass center side slip angle and the target yaw rate as known reference values, and taking the additional yaw moment satisfying the known reference values as the first optimization target.

[0021] In some embodiments of the present application, based on the foregoing scheme, the current working condition comprises a straight driving working condition, and in the straight driving working condition, the target mass center side slip angle required by the user is less than or equal to a preset side slip angle, and the target yaw rate required by the user is less than or equal to a preset yaw rate.

[0022] In some embodiments of the present application, based on the foregoing scheme, the constraint condition of the first optimization target is constructed according to the additional torque capability range of each motor of the vehicle, comprising:

[0023] determining a preset value range of the front wheel steering angle of the vehicle and an additional torque capability range of each motor;

[0024] constructing the constraint condition of the first optimization target based on the preset value range and the additional torque capability range according to the corresponding relationship between the additional yaw moment and the front wheel steering angle and the additional torque of each motor.

[0025] In some embodiments of the present application, based on the foregoing scheme, the vehicle comprises a distributed drive electric vehicle, and the motors comprise two front wheel motors and two rear wheel motors, and the constraint condition of the first optimization target is constructed based on the preset value range and the additional torque capability range according to the corresponding relationship between the additional yaw moment and the front wheel steering angle and the additional torque of each motor, comprising:

[0026] determining the corresponding relationship between the additional yaw moment and the front wheel steering angle and the additional torque of each motor as follows:

[0027] ;

[0028] wherein, denotes an additional yaw moment, and Re denotes a tire effective radius, denotes half of the wheel track, denotes a front wheel steering angle, denote the motor additional torques of the right front wheel, the left front wheel, the right rear wheel and the left rear wheel, respectively;

[0029] constructing the constraint condition of the first optimization target based on the preset value range and the additional torque capability range according to the corresponding relationship as follows:

[0030] ;

[0031] wherein, denote a minimum motor torque and a maximum motor torque, respectively, denotes a distance from the front axle to the mass center.

[0032] In some embodiments of the present application, based on the foregoing scheme, before the additional yaw moment meets the target mass center side slip angle and the target yaw angular velocity as the first optimization target, the method further comprises:

[0033] Discretizing the lateral stability linear model based on a model predictive controller to determine a state space equation set in the entire prediction time domain;

[0034] The additional yaw moment meeting the target mass center side slip angle and the target yaw angular velocity as the first optimization target comprises:

[0035] According to the state space equation set, a target function is constructed for the additional yaw moment meeting the target mass center side slip angle and the target yaw angular velocity as the first optimization target.

[0036] In some embodiments of the present application, based on the foregoing scheme, the additional yaw moment is decomposed into additional torques of each motor according to the second optimization target and the first optimization target with a constraint condition, comprising:

[0037] A quadratic programming algorithm is used to solve the first optimization target with a constraint condition to obtain an optimal control amount sequence, and the optimal control amount sequence comprises a plurality of additional yaw moments;

[0038] A target additional yaw moment is determined, and the target additional yaw moment is decomposed into additional torques of each motor according to the second optimization target, and the target additional yaw moment is one of the additional yaw moments in the optimal control amount sequence.

[0039] In some embodiments of the present application, based on the foregoing scheme, the target additional yaw moment is the additional yaw moment at the current time in the optimal control amount sequence, and the output energy of each motor is minimized as the second optimization target, and the target additional yaw moment is decomposed into additional torques of each motor according to the second optimization target, comprising:

[0040] According to the minimum of the motor torque at the last time and the sum of the motor additional torques at the current time, the second optimization target is determined as follows:

[0041] ;

[0042] Wherein, J represents the second optimization target, represents the motor torque at the last time, and the motor additional torque at the current time is constrained by the motor torque capacity range and the motor torque at the last time;

[0043] determine target additional torques of the motors according to a correspondence between the motor additional torques and the target yaw moment, wherein the correspondence between the motor additional torques and the target yaw moment is as follows:

[0044] ;

[0045] wherein G represents a relationship coefficient of the motor additional torque control quantity to the whole vehicle additional yaw moment, U represents the motor additional torque at the current moment, and T represents the target additional yaw moment.

[0046] According to a second aspect of the technical solution of the present application, a vehicle stability control device is provided, comprising:

[0047] a model establishing unit configured to establish a lateral stability linear model of the vehicle, the lateral stability linear model taking an additional yaw moment as a control quantity, taking a mass center side slip angle and a yaw angular velocity as state quantities, the mass center side slip angle and the yaw angular velocity both being state quantities related to tire side forces, the tire side forces being linearly related to tire side slip angles within a preset side slip angle range;

[0048] an optimization constraint unit configured to obtain a target mass center side slip angle and a target yaw angular velocity, taking the additional yaw moment to satisfy the target mass center side slip angle and the target yaw angular velocity as a first optimization target, and constructing a constraint condition of the first optimization target according to additional torque capability ranges of each motor of the vehicle;

[0049] a moment decomposition unit configured to take the minimum output energy of each motor as a second optimization target, and decompose the additional yaw moment into additional torques of each motor according to the second optimization target and the first optimization target with the constraint condition.

[0050] According to a third aspect of the technical solution of the present application, a computer readable storage medium is provided, the computer readable storage medium stores at least one computer program instruction, the at least one computer program instruction is loaded and executed by a processor to implement the operations performed by the method according to any one of the first aspect.

[0051] According to a fourth aspect of the technical solution of the present application, a vehicle is provided, comprising one or more processors and one or more memories, the one or more memories store at least one program code, the at least one program code is loaded and executed by the one or more processors to implement the operations performed by the method according to the first aspect.

[0052] The one or more technical solutions provided by the technical solution of the present application at least achieve the following technical effects or advantages: ​

[0053] The application, in establishing a lateral stability linear model of a vehicle, finds that the nonlinear part of the tire lateral force has less energy than the linear part by analysis, so the nonlinear term of the tire lateral force is ignored, so that the established lateral stability linear model is more concise, thereby simplifying the vehicle stability analysis; in addition, the application takes the additional yaw moment as the upper layer control quantity and the motor additional torque as the lower layer control quantity, realizes the minimization of the motor energy output while completing the vehicle lateral stability control, reduces the energy consumption of the motor, and improves the energy saving effect.

[0054] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the application. BRIEF DESCRIPTION OF DRAWINGS

[0055] The drawings incorporated into the specification and forming part of the specification, show the technical solutions meeting the application, and together with the specification, serve to explain the principles of the application. Obviously, the drawings in the following description are only some technical solutions of the application, and for those skilled in the art, other drawings can also be obtained from these drawings without creative labor. In the drawings:

[0056] Fig. 1 shows a flow chart of the vehicle stability control method of the technical solution of the application;

[0057] Fig. 2 shows a principle diagram of the vehicle stability control method of the technical solution of the application;

[0058] Fig. 3 shows a structure diagram of the vehicle stability control device of the technical solution of the application;

[0059] Fig. 4 shows a structure diagram of a computer system of a vehicle suitable for implementing the technical solution of the application. DETAILED DESCRIPTION

[0060] The technical solutions in the application will be described clearly and completely below in combination with the drawings in the application. Obviously, the described technical solutions are only some technical solutions of the application, not all technical solutions. Based on the technical solutions in the application, all other technical solutions obtained by those skilled in the art without creative labor are within the scope of protection of the application.

[0061] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more technology schemes. In the following description, numerous specific details are provided to give a thorough understanding of the technology schemes of the present application. One skilled in the relevant art will recognize, however, that the technology schemes of the present application can be practiced without one or more of the specific details, or

[0062] The block diagrams shown in the drawings are merely functional entities, and do not necessarily have to correspond to physically independent entities. That is, the functional entities can be implemented in the form of software, or implemented in one or more hardware modules or integrated circuits, or implemented in different network and / or processor devices and / or microcontroller devices.

[0063] The flowcharts shown in the drawings are merely exemplary illustrations, and do not necessarily include all contents and operations / steps, nor necessarily executed in the described order. For example, some operations / steps can be further decomposed, and some operations / steps can be combined or partially combined, so the actual execution order can be changed according to the actual situation.

[0064] It is also necessary to note that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily describe a specific order or sequence. It should be understood that the objects thus used can be interchanged under appropriate circumstances, so that the technology schemes of the present application described herein can be implemented in an order other than that illustrated or described.

[0065] Referring to FIG. 1 and FIG. 2, FIG. 1 shows a flowchart of a vehicle stability control method according to the technology schemes of the present application; and FIG. 2 shows a principle diagram of a vehicle stability control method according to the technology schemes of the present application.

[0066] According to a first aspect of the technology schemes of the present application, a vehicle stability control method is provided, comprising:

[0067] Step S1. Establishing a lateral stability linear model of the vehicle, the lateral stability linear model taking an additional yaw moment as a control variable, and taking a center of mass side slip angle and a yaw angular velocity as state variables, the center of mass side slip angle and the yaw angular velocity both being state variables related to tire lateral force, the tire lateral force being linearly related to tire side slip angle within a preset side slip angle range;

[0068] It can be understood that the vehicle in the technical scheme of the application can be an electric vehicle, a hybrid vehicle, etc., wherein the electric vehicle can be a distributed drive electric vehicle, for example, a four-wheel drive electric vehicle, that is, each wheel of the vehicle is configured with at least one drive motor.

[0069] In some technical solutions, the step of establishing the lateral stability linear model of the vehicle comprises:

[0070] Step S11. Establishing a two-degree-of-freedom lateral dynamics model of the vehicle;

[0071] It should be noted that the two-degree-of-freedom lateral dynamics model of the vehicle is constructed to determine the corresponding relationship between the additional yaw moment and the mass center side slip angle and the yaw angular velocity, so that the mass center side slip angle and the yaw angular velocity can be used as state variables and the additional yaw moment can be used as a control variable in the subsequent vehicle stability control.

[0072] wherein the calculation formula of the mass center side slip angle is as follows:

[0073] (1)

[0074] The calculation formula of the yaw angular velocity is as follows:

[0075] (2)

[0076] wherein, denotes the first derivative of the mass center side slip angle, denotes the first derivative of the yaw angular velocity, both of which are state variables of the lateral stability linear model, denotes the front wheel steering angle of the vehicle, denotes the tire lateral force, and m denotes the mass of the vehicle, denotes the vehicle speed, , and denote the distance from the front axle to the mass center, half of the wheel track, and the distance from the rear axle to the mass center, denotes the moment of inertia of the vehicle, denotes the additional yaw moment, which is a control variable of the lateral stability linear model.

[0077] Step S12. Within a first preset side slip angle range, a first tire lateral force model of the tire lateral force with respect to the tire side slip angle is constructed, and within a second preset side slip angle range, a second tire lateral force model of the tire lateral force with respect to the tire side slip angle is constructed, wherein the first preset side slip angle range is less than a side slip angle threshold, and the second preset side slip angle range is greater than or equal to the side slip angle threshold.

[0078] It should be noted that in the related art, the modeling of tire lateral force often adopts a nonlinear tire force model, and the stability of the model is analyzed by linearizing the nonlinear lateral stability model. However, the above method complicates the stability analysis, and also has the problem that the stability of the linear system cannot be used in the nonlinear system. Based on this, the technical scheme of the present application finds that the nonlinear part of the tire lateral force is smaller in energy compared with the linear part (i.e. the energy of the quadratic term and the terms above the quadratic term of the model is smaller), therefore, by ignoring the nonlinear term in the tire force model to establish the tire lateral force model, a simplified linear model can be obtained, thereby improving the simplicity of the model.

[0079] For example, the first tire lateral force model of the tire lateral force with respect to the tire side slip angle is constructed in the first preset side slip angle range, including:

[0080] In the first preset side slip angle range, the first tire lateral force model is constructed based on the formula (3.1), that is, the first tire lateral force model is constructed by ignoring the quadratic term and the terms above the quadratic term of the tire lateral force with respect to the tire side slip angle;

[0081] wherein, represents the tire lateral force, C represents the tire side slip stiffness, a represents the tire side slip angle, and m represents the road adhesion coefficient, represents the tire vertical load, represents the side slip angle threshold.

[0082] It can be understood that the side slip angle threshold refers to the maximum side slip angle corresponding to the tire not slipping, when the side slip angle exceeds the side slip angle threshold, the tire will slip, and therefore the above first tire lateral force model is not applicable. In order to more comprehensively analyze the tire lateral force, when the side slip angle is greater than or equal to the side slip angle threshold, the second tire lateral force model constructed is as follows:

[0083] (3.2)

[0084] As can be seen from the above, the technical scheme of the present application constructs the tire lateral force model into the first tire lateral force model and the second tire lateral force model by analyzing and determining the side slip angle threshold, so as to make the model analysis more accurate and improve the control effect of the subsequent stability.

[0085] Step S13. Construct a tire side slip angle estimation model according to the center of mass side slip angle and the yaw rate of the vehicle;

[0086] It should be noted that the tire side slip angle estimation model can realize the conversion between the vehicle stable state quantity (i.e. the mass center side slip angle and the yaw rate) and the tire side slip angle, and the expression of the tire side slip angle estimation model is as follows:

[0087] (4)

[0088] (5)

[0089] wherein, denotes the front wheel side slip angle, denotes the rear wheel side slip angle.

[0090] Step S14. According to the tire side slip angle estimation model, the first tire lateral force model, the second tire lateral force model and the vehicle two-degree-of-freedom lateral dynamics model, the lateral stability linear model of the vehicle is established.

[0091] It can be understood that by simultaneously solving the tire side slip angle estimation model, the first tire lateral force model, the second tire lateral force model and the vehicle two-degree-of-freedom lateral dynamics model, a two-element linear differential equation group (i.e. the lateral stability linear model) can be obtained, which takes the additional yaw moment as the control quantity and takes the mass center side slip angle and the yaw rate as the state quantity, so that the mass center side slip angle and the yaw rate can reach the target state by controlling the additional yaw moment.

[0092] In some technical solutions, the derivation process of the lateral stability linear model is as follows:

[0093] (6)

[0094] (7)

[0095] (8)

[0096] wherein, denotes the state group, which contains the mass center side slip angle β and the yaw rate γ, denotes the tire lateral force group, which contains the left front, right front, left rear and right rear four tire lateral forces , , , . U represents the control quantity, i.e. the additional yaw moment of the whole vehicle . denotes the tire side slip angle group, which contains the left front, right front, left rear and right rear four tire angles , , , . , , and The coefficient matrices of formulas (1)-(5) are respectively shown in formulas (9)-(15). Let represent the n x n dimensional real matrix space.

[0097] (9)

[0098] (10)

[0099] (11)

[0100] (12)

[0101] (13)

[0102] (14)

[0103] (15)

[0104] Based on the above derivation, the expression for the linear model of lateral stability is determined as follows:

[0105] (16)

[0106] Step S2. Obtain the target center of gravity sideslip angle and the target yaw rate. Use the additional yaw torque that satisfies the target center of gravity sideslip angle and the target yaw rate as the first optimization target, and construct the constraint conditions of the first optimization target based on the additional torque capability range of each motor of the vehicle.

[0107] It is understandable that the target centroid sideslip angle and the target yaw rate can be the state variables required by the user under the current operating conditions. Under different operating conditions, the parameters of the optimization target can be changed according to the user's needs to define the stability control required by the user under different operating conditions, so as to achieve different stability control purposes.

[0108] In some technical solutions, before setting the additional yaw moment to satisfy the target centroid sideslip angle and the target yaw angular velocity as the first optimization objective, the method further includes:

[0109] The lateral stability linear model is discretized based on the Model Predictive Control (MPC) to determine the state-space equations over the entire prediction time domain.

[0110] Specifically, the lateral stability linear model in formula (16) is discretized, and the sampling time is taken , and the discrete state space equation at time k can be obtained as shown in formula (17).

[0111] ; (17)

[0112] wherein, represents the state group at the k+1 time, that is, a matrix containing the center mass side slip angle and the yaw rate , represents the control amount at the k time , and A and B represent the state transition coefficient and the control input coefficient, respectively.

[0113] wherein,

[0114] ; (18)

[0115] ; (19)

[0116] ; (20)

[0117] In some technical solutions, when the model-based predictive controller discretizes the lateral stability linear model and determines the state space equation group in the entire prediction time domain, the method further comprises:

[0118] Ignoring the constant in the lateral stability linear model, wherein the constant has no correlation with the first optimization target.

[0119] It can be understood that the constant in formula (16) has no effect on the final optimization target after the prediction iteration of the future time step state, that is, it has no correlation with the first optimization target, so the constant is ignored in formula (17), thereby simplifying the operation and improving the data processing efficiency.

[0120] The prediction time domain of the vehicle stability control method in the technical solution of the present application is set to n, and the initial time is 0, then the system state space equation group in the entire prediction time domain is:

[0121] ; (21)

[0122] wherein, represents the state group at the n time, containing the center mass side slip angle and the yaw rate , control variables representing n-1 time instants . a state group matrix representing n time steps time domain (each element in the state group matrix is a state group, i.e., a matrix containing two states), a control variable matrix representing n time steps time domain, 、 respectively represent a control input coefficient matrix and an initial state coefficient matrix of n time steps time domain, denotes an abstract matrix space of mxm dimension, each element in the matrix is an nxn dimension real matrix. The multiplication operation rules of the abstract matrix follow the multiplication rules of the real matrix, and the multiplication of each element in the matrix is matrix multiplication.

[0123] wherein,

[0124] ; (22)

[0125] ; (23)

[0126] ; (24)

[0127] The first optimization target that the additional yaw moment meets the target center side slip angle and the target yaw angular velocity includes:

[0128] According to the state space equation set, a target function is constructed, and the additional yaw moment meets the target center side slip angle and the target yaw angular velocity as the first optimization target.

[0129] In some technical solutions, the target center side slip angle and the target yaw angular velocity are obtained, and the additional yaw moment meets the target center side slip angle and the target yaw angular velocity as the first optimization target, which includes:

[0130] Step S21. Obtain the target center side slip angle and the target yaw angular velocity required by the user under the current working condition of the vehicle;

[0131] Step S22. Take the target center side slip angle and the target yaw angular velocity as known reference values, and take the additional yaw moment meeting the known reference values as the first optimization target.

[0132] It can be understood that the center side slip angle and the yaw angular velocity required by the user under the current working condition are taken as known reference values , and stability is defined as the vehicle state being able to meet the known reference values, and the following inputs are obtained:

[0133] (25)

[0134] wherein, represents adjustable optimization weight coefficients of the centroid side slip angle and the yaw rate.

[0135] It can be understood that the current working condition includes but is not limited to a straight driving working condition, a cornering working condition, a steady-state drifting working condition, and the like, wherein the reference values of the yaw rate and the centroid side slip angle in the straight driving working condition can both be 0, the reference value of the yaw rate in the cornering working condition comes from a user cornering intention, and the centroid side slip angle can be 0, the yaw rate in the steady-state drifting working condition can be 0, and the centroid side slip angle can be a drifting intention required by the user, which will not be enumerated and described herein.

[0136] In some technical solutions, the current working condition includes a straight driving working condition, and in the straight driving working condition, the target centroid side slip angle required by the user is less than or equal to a preset side slip angle, and the target yaw rate required by the user is less than or equal to a preset yaw rate, and exemplarily, the preset side slip angle is 0.

[0137] In some technical solutions, the constraint condition of the first optimization target is constructed according to the additional torque capability range of each motor of the vehicle, and the constraint condition includes:

[0138] Step S23. determining a preset value range of a front wheel steering angle of the vehicle and an additional torque capability range of each motor;

[0139] It can be understood that when the motor additional torque is converted into the additional yaw moment, if the steering state is considered, the vehicle stability can be better controlled, and the control effect is improved, therefore, the present technical solution considers the influence of the front wheel steering angle on the additional yaw moment, the control range of the stability control method of the present technical solution is constrained, and thus the control effect of the vehicle in the control range is better.

[0140] It should be noted that if the vehicle model is different, the corresponding steering state can be different, for example, for a distributed drive electric vehicle, the front wheel steering angle of the vehicle is considered, and for other vehicle models, the four-wheel steering angle can be considered, which will not be described herein.

[0141] Step S24. constructing the constraint condition of the first optimization target based on the preset value range and the additional torque capability range according to the corresponding relationship between the additional yaw moment, the front wheel steering angle, and the additional torque of each motor.

[0142] In some embodiments, the vehicle comprises a distributed drive electric vehicle, the electric machines comprise two front wheel electric machines and two rear wheel electric machines, and the constraint condition of the first optimization objective is constructed based on the preset value range and the additional torque capability range according to the correspondence between the additional yaw moment and the front wheel steering angle and the additional torque of each electric machine, and the constraint condition comprises:

[0143] The correspondence between the additional yaw moment and the front wheel steering angle and the additional torque of each electric machine is determined as follows:

[0144] (26)

[0145] wherein, represents the additional yaw moment, Re represents the effective radius of the tire, represents half of the track, represents the front wheel steering angle, , , , represents the additional torque of the electric machine of the right front wheel, the left front wheel, the right rear wheel and the left rear wheel, respectively;

[0146] The constraint condition of the first optimization objective is constructed based on the preset value range and the additional torque capability range according to the correspondence, and the constraint condition is as follows:

[0147] (27)

[0148] wherein, , represents the minimum torque of the electric machine and the maximum torque of the electric machine, respectively, represents the distance from the front axle to the center of mass.

[0149] Step S3. Taking the minimum output energy of each electric machine as a second optimization objective, and decomposing the additional yaw moment into the additional torque of each electric machine according to the second optimization objective and the first optimization objective with constraint condition.

[0150] In some embodiments, the decomposition of the additional yaw moment into the additional torque of each electric machine according to the second optimization objective and the first optimization objective with constraint condition comprises:

[0151] Step S31. Solving the first optimization objective with constraint condition by using a quadratic programming algorithm to obtain an optimal control amount sequence, and the optimal control amount sequence comprises a plurality of additional yaw moments.

[0152] For example: control starts from the kth time step and lasts for n time domains, and an optimal control amount sequence can be obtained .

[0153] Step S32. Determine the target additional yaw moment. According to the second optimization target, decompose the target additional yaw moment into the additional torque of each of the motors. The target additional yaw moment is one of the additional yaw moments in the optimal control quantity sequence.

[0154] For example: sequence The value at the first moment The additional yaw moment at the first moment is used as the target yaw moment for control. .

[0155] In some technical solutions, the target additional yaw moment is the additional yaw moment at the current moment in the optimal control quantity sequence, with the minimum output energy of each motor as the second optimization objective. Based on the second optimization objective, the target additional yaw moment is decomposed into the additional torque of each motor, including:

[0156] Based on minimizing the sum of the motor torque from the previous moment and the additional motor torque at the current moment, the second optimization objective is determined as follows:

[0157] ;

[0158] Where J represents the second optimization objective. This represents the motor torque at the previous moment, and the current additional motor torque is constrained by the motor torque capability range and the motor torque at the previous moment, i.e. , ;

[0159] Based on the second optimization objective, and according to the correspondence between the motor's additional torque and the target yaw moment, the target additional torque decomposed to each motor is determined. The correspondence between the motor's additional torque and the target yaw moment is as follows:

[0160] ;

[0161] Where G represents the relationship coefficient between the motor's additional torque control quantity and the vehicle's additional yaw moment, and U represents the motor's additional torque at the current moment. This indicates that the target has an additional yaw moment.

[0162] It is understandable that when the vehicle is a four-wheel drive distributed drive electric vehicle, that is, with two motors at the front and two at the rear, it has the following expression:

[0163] (30)

[0164] ; (31)

[0165] ; (32)

[0166] ; (33)

[0167] By solving the above optimization task, the output torque of the four-wheel drive motor can be obtained, so as to realize the vehicle stability control with the minimum motor energy.

[0168] Based on the above disclosure, in establishing the lateral stability linear model of the vehicle, it is found through analysis that the nonlinear part of the tire lateral force is smaller in energy than the linear part, so the nonlinear term of the tire lateral force is ignored, so that the established lateral stability linear model is more concise, thereby simplifying the vehicle stability analysis. In addition, the additional yaw moment is taken as the upper control quantity and the motor additional torque is taken as the lower control quantity, so as to realize the minimum motor energy output while completing the vehicle lateral stability control, reduce the energy consumption of the motor, and improve the energy saving effect. In addition, unlike the related art which takes the additional yaw moment delivered by the upper layer as a soft constraint (i.e. optimization target), the technical scheme of the present application takes the additional yaw moment as a hard constraint (i.e. formula (28) and (29), which uses equations to constrain the additional yaw moment) to ensure the control effect of the upper layer. In addition, the technical scheme of the present application considers the influence of the front wheel angle on the additional yaw moment, which can constrain the control range of the stability control method of the technical scheme of the present application, so that the control effect of the vehicle in the control range is better. Furthermore, the basic model used by the model predictive control of the technical scheme of the present application is a multi-state system described by a linear state space equation set, so an abstract matrix operation rule is defined on the basis of the real matrix multiplication operation rule to complete the model prediction task. Finally, the technical scheme of the present application can realize stability control under different working conditions by changing the weight coefficient and the reference value, thereby meeting the stability control under different working conditions.

[0169] Referring to FIG. 3, a structure diagram of the vehicle stability control device of the technical scheme of the present application is shown.

[0170] As shown in FIG. 3, according to the second aspect of the technical scheme of the present application, a vehicle stability control device 200 is provided, comprising:

[0171] A model establishing unit 201 is configured to establish a lateral stability linear model of the vehicle, wherein the lateral stability linear model takes an additional yaw moment as a control quantity, takes a center of mass side slip angle and a yaw angular velocity as state quantities, the center of mass side slip angle and the yaw angular velocity are both state quantities related to a tire lateral force, and the tire lateral force is linearly related to a tire side slip angle within a preset side slip angle range.

[0172] The optimization constraint unit 202 is configured to obtain a target mass side slip angle and a target yaw rate, and take the additional yaw moment satisfying the target mass side slip angle and the target yaw rate as a first optimization target, and construct a constraint condition of the first optimization target according to an additional torque capacity range of each motor of the vehicle;

[0173] The torque decomposition unit 203 is configured to take the minimum output energy of each motor as a second optimization target, and decompose the additional yaw moment into additional torques of each motor according to the second optimization target and the first optimization target with a constraint condition.

[0174] In some technical solutions of the present application, based on the foregoing solutions, the model establishing unit is specifically configured to:

[0175] establish a two-degree-of-freedom lateral dynamics model of the vehicle;

[0176] construct a first tire lateral force model of the tire lateral force with respect to the tire side slip angle in a first preset side slip angle range, and construct a second tire lateral force model of the tire lateral force with respect to the tire side slip angle in a second preset side slip angle range, wherein the first preset side slip angle range is less than a side slip angle threshold, and the second preset side slip angle range is greater than or equal to the side slip angle threshold;

[0177] construct a tire side slip angle estimation model according to the mass side slip angle and the yaw rate of the vehicle;

[0178] establish the lateral stability linear model of the vehicle according to the tire side slip angle estimation model, the first tire lateral force model, the second tire lateral force model, and the two-degree-of-freedom lateral dynamics model of the vehicle.

[0179] In some technical solutions of the present application, based on the foregoing solutions, when the model establishing unit constructs the first tire lateral force model of the tire lateral force with respect to the tire side slip angle in the first preset side slip angle range, the model establishing unit is specifically configured to:

[0180] construct the first tire lateral force model in the first preset side slip angle range based on the formula .

[0181] wherein, represents the tire lateral force, C represents the tire side stiffness, a represents the tire side slip angle, and m represents the road adhesion coefficient, represents the tire vertical load, represents the side slip angle threshold.

[0182] In some embodiments of the application, based on the foregoing scheme, when the target mass side slip angle and the target yaw angular velocity are obtained, and the additional yaw moment meets the target mass side slip angle and the target yaw angular velocity as the first optimization target, the optimization constraint unit is specifically configured to:

[0183] obtain the target mass side slip angle and the target yaw angular velocity required by the user under the current working condition of the vehicle;

[0184] take the target mass side slip angle and the target yaw angular velocity as known reference values, and take the known reference values as the first optimization target when the additional yaw moment meets the known reference values.

[0185] In some embodiments of the application, based on the foregoing scheme, the current working condition includes a straight line driving working condition, and under the straight line driving working condition, the target mass side slip angle required by the user is less than or equal to a preset side slip angle, and the target yaw angular velocity required by the user is less than or equal to a preset yaw angular velocity.

[0186] In some embodiments of the application, based on the foregoing scheme, when the constraint condition of the first optimization target is constructed according to the additional torque capability range of each motor of the vehicle, the optimization constraint unit is specifically configured to:

[0187] determine a preset value range of the front wheel angle of the vehicle and an additional torque capability range of each motor;

[0188] construct the constraint condition of the first optimization target based on the preset value range and the additional torque capability range according to the corresponding relationship between the additional yaw moment, the front wheel angle and the additional torque of each motor.

[0189] In some embodiments of the application, based on the foregoing scheme, the vehicle includes a distributed drive electric vehicle, and the motors include two front wheel motors and two rear wheel motors, and when the constraint condition of the first optimization target is constructed based on the preset value range and the additional torque capability range according to the corresponding relationship between the additional yaw moment, the front wheel angle and the additional torque of each motor, the optimization constraint unit is specifically configured to:

[0190] determine the corresponding relationship between the additional yaw moment, the front wheel angle and the additional torque of each motor as follows:

[0191] ;

[0192] wherein, Maddis the additional yaw moment, Re is the effective radius of the tire, is half of the track, denotes a front wheel steering angle, denote a right front wheel motor additional torque, a left front wheel motor additional torque, a right rear wheel motor additional torque, and a left rear wheel motor additional torque, respectively;

[0193] According to the correspondence, a constraint condition of the first optimization target is constructed based on the preset value range and the additional torque capability range, as follows:

[0194]

[0195] wherein, denote a motor minimum torque and a motor maximum torque, respectively, denotes a distance from a front axle to a center of mass.

[0196] In some technical solutions of the present application, based on the foregoing scheme, before the additional yaw moment satisfying the target center of mass side slip angle and the target yaw angular velocity as the first optimization target, the device is further used for:

[0197] The model predictive controller is used to discretize the lateral stability linear model to determine a state space equation set in the entire prediction time domain;

[0198] The optimization constraint unit is further used for:

[0199] According to the state space equation set, a target function is constructed to take the additional yaw moment satisfying the target center of mass side slip angle and the target yaw angular velocity as the first optimization target.

[0200] In some technical solutions of the present application, based on the foregoing scheme, the torque decomposition unit is specifically used for:

[0201] A quadratic programming algorithm is used to solve the first optimization target with a constraint condition to obtain an optimal control quantity sequence, the optimal control quantity sequence including a plurality of additional yaw moments;

[0202] A target additional yaw moment is determined, and the target additional yaw moment is decomposed into additional torques of each motor according to the second optimization target, the target additional yaw moment being one of the additional yaw moments in the optimal control quantity sequence.

[0203] In some technical solutions of the present application, based on the foregoing scheme, the target additional yaw moment is an additional yaw moment at a current time in the optimal control quantity sequence, and the torque decomposition unit is specifically used for:

[0204] ​​​​​According to the motor torque of the last moment and the motor additional torque sum of the current moment, a second optimization target is determined as follows:

[0205] ;

[0206] wherein J represents the second optimization target, represents the motor torque of the last moment, and the motor additional torque of the current moment is constrained by the motor torque capability range and the motor torque of the last moment;

[0207] Based on the second optimization target, a target additional torque decomposed to each motor is determined according to the corresponding relationship between the motor additional torque and the target yaw moment, wherein the corresponding relationship between the motor additional torque and the target yaw moment is as follows:

[0208] ;

[0209] wherein G represents the relationship coefficient of the motor additional torque control quantity to the whole vehicle additional yaw moment, U represents the motor additional torque of the current moment, represents the target additional yaw moment.

[0210] According to a third aspect of the technical scheme of the present application, a computer readable storage medium is provided, and the computer readable storage medium stores at least one computer program instruction. The at least one computer program instruction is loaded and executed by a processor to realize the operation performed by the method according to any one of the first aspect.

[0211] The computer readable storage medium can adopt a portable compact disc read-only memory (CD-ROM) and include program codes, and can be run on a terminal device, such as a personal computer. However, the computer readable storage medium of the present application is not limited to this. In the present application, the readable storage medium can be any tangible medium containing or storing a program, which can be used by or in combination with an instruction execution system, device or apparatus.

[0212] The readable storage medium may, for example, be but is not limited to an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or apparatus, or any combination of the above. More specific examples (a non-exhaustive list) of the readable storage medium include an electrical connection having one or more wires, a portable disc, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0213] The program code may be implemented in any of various ways, including procedure-based, narrative-based, object-based, and / or architectural-based versions. In procedure-based implementations, the program code is implemented in a sequence of procedures or routines that are called by the operating system or other application programs. In narrative-based implementations, the program code is implemented as narrative to be performed by the operating system or other application programs. In object-based implementations, the program code is implemented as a series of objects, each of which has a data structure and its associated routines. In architectural-based implementations, the program code is implemented as a series of modules that are interconnected to perform the various processes and operations of the application.

[0214] Referring to FIG. 4, there is a structural schematic diagram of a computer system of a vehicle suitable for implementing the technical solutions of the present application.

[0215] According to a fourth aspect of the technical solutions of the present application, a vehicle is provided, comprising one or more processors and one or more memories, and at least one program code is stored in the one or more memories, and the at least one program code is loaded and executed by the one or more processors to implement the operations performed by the method according to any one of the first aspect.

[0216] As shown in FIG. 4, the vehicle 400 is in the form of a general-purpose computing device. The components of the vehicle 400 can include, but are not limited to, the at least one processing unit 410, the at least one storage unit 420, and a bus 430 connecting different system components, including the storage unit 420 and the processing unit 410.

[0217] The storage unit stores program codes, which can be executed by the processing unit 410, so that the processing unit 410 performs the steps described in the above “Technical Solution Method” section according to various exemplary embodiments of the present application.

[0218] The storage unit 420 can include a readable medium in the form of a volatile storage unit, such as a random access memory (RAM) 421 and / or a cache memory 422, and can further include a read-only memory (ROM) 423.

[0219] The storage unit 420 can further include program / utility 424 having a set of at least one program modules 425, including but not limited to, an operating system, one or more application programs, other program modules, and program data, each of which or a combination thereof can include implementation of a network environment.

[0220] Bus 430 can be one or more of several types of bus structure including a memory bus or memory controller, a peripheral bus, a graphics bus, a processor or local bus using any of a variety of bus architectures.

[0221] Vehicle 400 can also communicate with one or more external devices 500 such as a keyboard or pointing device, a Bluetooth device, or a database, etc.; and / or one or more devices that enable a user to interact with vehicle 400 and / or one or more devices that enable vehicle 400 to communicate with one or more other computing devices. Such communication can occur via input / output (I / O) interface 450. Still yet, vehicle 400 can communicate with one or more networks such as a local area network (LAN), a general wide area network (WAN), and / or a public network (e.g., the Internet) via network adapter 460. As depicted, network adapter 460 communicates with the other components of vehicle 400 via bus 430. It should be appreciated that although not shown, other hardware and / or software modules could be used in conjunction with vehicle 400. Examples, include, but are not limited to, microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data archival storage systems, etc.

[0222] The functions described herein can be implemented in hardware, software executed by a processor, firmware, or any combination thereof. If implemented in software executed by a processor, the functions can be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Other examples and implementations are within the scope and spirit of the disclosure and appended claims. For example, due to the nature of software, functions described above can be implemented using software executed by a processor, hardware, firmware, hardwiring, or combinations of any of these. Features implementing functions can also be physically located at various positions, including being distributed such that portions of functions are implemented at different physical locations. Also, as technology evolves, the "functions" described and / or illustrated can be implemented by other components as those skilled in the art will readily appreciate.

[0223] In the several embodiments provided in this application, it should be understood that the disclosed technical solutions can be implemented by other means. Of course, the device technical solutions described above are only schematic. For example, the division of the units can be a logical function division. In actual implementation, additional division can be provided, or a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not implemented. In addition, the coupling or direct coupling or communication connection between the units or modules shown or discussed can be indirect coupling or communication connection through some interface, unit or module, and can be electrical or other forms.

[0224] The units described as separate components may or may not be physically separate, and the components of the control device may or may not be physically units, i.e. may be located in one place, or may be distributed to multiple units. Part or all of the units can be selected according to actual needs to achieve the purpose of the technical solution.

[0225] If the integrated units are implemented in the form of software function units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the part that contributes to the prior art or the whole or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a number of instructions for causing a computer device (which can be a personal computer, a server or a network device, etc.) to execute all or part of the steps of the various technical solution methods of the present application. The aforementioned storage medium includes: a U disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a mobile hard disk, a magnetic disk or an optical disk, and various media that can store program codes.

[0226] The above is only the technical solution of the present application and does not limit the present application. For those skilled in the art, the present application can have various changes and variations. Any modification, equivalent replacement, improvement, etc. within the spirit and principles of the present application shall be included in the scope of the claims of the present application.

Claims

1. A vehicle stability control method, characterized in that, include: A linear model of vehicle lateral stability is established. The linear model of lateral stability uses the additional yaw moment as the control variable and the center of gravity sideslip angle and yaw rate as state variables. The center of gravity sideslip angle and the yaw rate are both state variables related to the tire lateral force. The tire lateral force and the tire sideslip angle are linearly related within a preset sideslip angle range. Obtain the target center of gravity sideslip angle and the target yaw rate, and use the additional yaw torque satisfying the target center of gravity sideslip angle and the target yaw rate as the first optimization target, and construct the constraint conditions of the first optimization target according to the additional torque capability range of each motor of the vehicle. The second optimization objective is to minimize the output energy of each motor. Based on the second optimization objective and the first optimization objective with constraints, the additional yaw moment is decomposed into the additional torque of each motor.

2. The method according to claim 1, characterized in that, The establishment of a linear model for the lateral stability of the vehicle includes: Establish a two-degree-of-freedom lateral dynamics model for the vehicle; Within a first preset slip angle range, a first tire lateral force model is constructed for the tire lateral force with respect to the tire slip angle, and within a second preset slip angle range, a second tire lateral force model is constructed for the tire lateral force with respect to the tire slip angle, wherein the first preset slip angle range is less than a slip angle threshold, and the second preset slip angle range is greater than or equal to the slip angle threshold. A tire slip angle estimation model is constructed based on the vehicle's center of gravity slip angle and yaw rate. Based on the tire slip angle estimation model, the first tire lateral force model, the second tire lateral force model, and the vehicle two-degree-of-freedom lateral dynamics model, a linear model of the vehicle's lateral stability is established.

3. The method according to claim 2, characterized in that, The construction of a first tire lateral force model of the tire lateral force with respect to the tire slip angle within the first preset slip angle range includes: Within the first preset sideslip angle range, based on the formula Construct the first tire lateral force model; in, Let C represent the tire lateral force, C represent the tire lateral stiffness, α represent the tire slip angle, and μ represent the road adhesion coefficient. Indicates the vertical load on the tire. This indicates the lateral deflection angle threshold.

4. The method according to claim 1, characterized in that, The process of obtaining the target centroid sideslip angle and the target yaw rate, with the additional yaw moment satisfying the target centroid sideslip angle and the target yaw rate as the first optimization objective, includes: Obtain the target sideslip angle and target yaw rate required by the user under the current operating conditions of the vehicle; Using the target centroid sideslip angle and the target yaw rate as known reference values, the additional yaw moment satisfying the known reference values ​​is taken as the first optimization objective.

5. The method according to claim 4, characterized in that, The current operating conditions include straight-line driving conditions. Under the straight-line driving conditions, the target centroid sideslip angle required by the user is less than or equal to the preset sideslip angle, and the target yaw rate required by the user is less than or equal to the preset yaw rate.

6. The method according to claim 1, characterized in that, The constraints for constructing the first optimization objective based on the additional torque capability range of each motor in the vehicle include: Determine the preset range of the front wheel steering angle of the vehicle, and the range of the additional torque capability of each of the motors; Based on the correspondence between the additional yaw moment, the front wheel angle, and the additional torque of each motor, the constraints of the first optimization objective are constructed based on the preset value range and the additional torque capability range.

7. The method according to claim 6, characterized in that, The vehicle includes a distributed drive electric vehicle, and the motor includes two front wheel motors and two rear wheel motors. The constraint conditions for constructing the first optimization objective based on the correspondence between the additional yaw moment, the front wheel steering angle, and the additional torque of each motor, and based on the preset value range and the additional torque capability range, include: The correspondence between the additional yaw moment, the front wheel angle, and the additional torque of each of the motors is determined as follows: ； in, Re represents the additional yaw moment, and Re represents the effective tire radius. It represents half of the wheelbase. Indicates the front wheel steering angle. 、 、 、 These represent the additional motor torque for the right front wheel, left front wheel, right rear wheel, and left rear wheel, respectively. Based on the aforementioned correspondence, the constraints for the first optimization objective are constructed according to the preset value range and the additional torque capability range, as follows: ； in, 、 These represent the minimum torque and maximum torque of the motor, respectively. This indicates the distance from the front axle to the center of gravity.

8. The method according to claim 1, characterized in that, Before setting the additional yaw moment as satisfying the target centroid sideslip angle and the target yaw angular velocity as the first optimization objective, the method further includes: The lateral stability linear model is discretized based on the model predictive controller to determine the state-space equations over the entire prediction time domain. The first optimization objective is to use the additional yaw moment to satisfy the target centroid sideslip angle and the target yaw angular velocity, including: Based on the state-space equations, an objective function is constructed with the additional yaw moment satisfying the target centroid sideslip angle and the target yaw angular velocity as the first optimization objective.

9. The method according to claim 1, characterized in that, The step of decomposing the additional yaw moment into the additional torque of each of the motors according to the second optimization objective and the first optimization objective with constraints includes: The first optimization objective with constraints is solved by a quadratic programming algorithm to obtain the optimal control quantity sequence, which includes several additional yaw moments. The target additional yaw moment is determined, and according to the second optimization objective, the target additional yaw moment is decomposed into the additional torque of each of the motors. The target additional yaw moment is one of the additional yaw moments in the optimal control quantity sequence.

10. The method according to claim 9, characterized in that, The target additional yaw moment is the additional yaw moment at the current moment in the optimal control sequence. The second optimization objective is to minimize the output energy of each motor. Based on the second optimization objective, the target additional yaw moment is decomposed into the additional torque of each motor, including: Based on minimizing the sum of the motor torque from the previous moment and the additional motor torque at the current moment, the second optimization objective is determined as follows: ； Where J represents the second optimization objective. This represents the motor torque at the previous moment, and the additional motor torque at the current moment is constrained by the motor torque capability range and the motor torque at the previous moment. Based on the second optimization objective, and according to the correspondence between the motor's additional torque and the target yaw moment, the target additional torque decomposed to each motor is determined. The correspondence between the motor's additional torque and the target yaw moment is as follows: ； Where G represents the relationship coefficient between the motor's additional torque control quantity and the vehicle's additional yaw moment, and U represents the motor's additional torque at the current moment. This indicates that the target has an additional yaw moment.

11. A vehicle stability control device, characterized in that, include: The model building unit is used to build a linear model of the lateral stability of the vehicle. The linear model of lateral stability uses the additional yaw moment as the control variable and the center of gravity sideslip angle and yaw rate as state variables. The center of gravity sideslip angle and the yaw rate are both state variables related to the tire lateral force. The tire lateral force and the tire sideslip angle are linearly related within a preset sideslip angle range. An optimization constraint unit is used to obtain the target center of gravity sideslip angle and the target yaw rate, and to use the additional yaw torque satisfying the target center of gravity sideslip angle and the target yaw rate as the first optimization target, and to construct the constraint conditions of the first optimization target according to the additional torque capability range of each motor of the vehicle. The torque decomposition unit is used to decompose the additional yaw torque into the additional torque of each motor, with the second optimization objective being to minimize the output energy of each motor, and based on the second optimization objective and the first optimization objective with constraints.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one computer program instruction, which is loaded and executed by a processor to perform the operation as described in any one of claims 1-10.

13. A vehicle, characterized in that, It includes one or more processors and one or more memories, wherein at least one piece of program code is stored in the one or more memories, and the at least one piece of program code is loaded and executed by the one or more processors to perform the operation performed by the method as described in any one of claims 1-10.

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