Vehicle control method and related apparatus

Abstract

A vehicle control method and a related apparatus. The method comprises: detecting motors of a vehicle; when it is detected that at least one motor in the vehicle fails, determining drive torques and brake torques of wheels in the vehicle; and controlling the vehicle on the basis of the drive torques and the brake torques. The present invention achieves compensation for an additional yaw moment generated when a motor fails.

Description

A vehicle control method and related device

[0001] This application claims priority to Chinese Patent Application No. 202411188270.X, filed on August 27, 2024, entitled “A Vehicle Control Method and Related Device”, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This invention relates to the field of vehicle technology, and in particular to a vehicle control method and related apparatus. Background Technology

[0003] With the development of automotive technology, people are paying increasing attention to vehicle safety. Currently, actuators such as multi-motor drives (including in-wheel motors), active front-wheel steering, active rear-wheel steering, and active suspension are applied in vehicle engineering to ensure safety during driving while pursuing ultimate comfort. However, the introduction of multiple actuators increases the failure risk of the vehicle system. In particular, drive motors are prone to problems such as overheating, overheating, and magnetic deactivation under complex and variable or high-intensity operating conditions. Once these problems occur, they can lead to degraded motor power or even loss of power. For distributed vehicle configurations with multi-motor drives, motor failure can also cause vehicle deviation and instability, especially at high speeds, seriously affecting vehicle safety. Summary of the Invention

[0004] The purpose of this invention is to provide a vehicle control method and related device to solve the safety problems that occur when a vehicle motor fails.

[0005] In a first aspect, embodiments of this application provide a vehicle control method, the method comprising: detecting whether a motor in the vehicle has failed; if at least one motor failure is detected, determining the driving torque and braking torque of each wheel in the vehicle, wherein the driving torque and braking torque of each wheel are used to collaboratively compensate for the additional yaw torque generated by the failure of at least one motor; and controlling the wheels according to the driving torque and braking torque of each wheel.

[0006] In this embodiment, when the motor fails, the driving torque and braking torque of the vehicle are determined. The driving torque and braking torque are used to compensate for the additional yaw torque generated when the motor fails, thereby preventing the vehicle from swerving and ensuring stable driving.

[0007] In some possible embodiments, determining the driving torque and braking torque of each wheel in the vehicle includes: determining the target yaw rate and target sideslip angle of the vehicle; determining the first failure rate of the first motor, where the first motor is a failed motor, and the first failure rate of the first motor refers to the degree of failure of the first motor; determining an active additional yaw torque based on the first failure rate of the first motor, the target yaw rate, and the target sideslip angle; the active additional yaw torque is a compensation value for the additional yaw torque caused by the failure of at least one motor; and determining the driving torque and braking torque of each wheel based on the active additional yaw torque and the first failure rate of the first motor.

[0008] In this application embodiment, it is considered that the actual torque of the motor and the required torque cannot be completely consistent, so there will be an error value. This application uses this error value as the following error. Under normal motor conditions, the difference between the actual torque of the motor and the required torque is small. If the difference is large, it can be said that the motor has failed. Therefore, in this application, the failure of the motor is determined based on the following error, which ensures that the failed motor can be accurately identified.

[0009] In some possible embodiments, the method further includes: determining the rotation angle of each drive wheel based on the first failure rate of the first motor, the target yaw rate, and the target center of gravity sideslip angle, wherein the rotation angle of the drive wheels is used to control the drive wheels of the vehicle.

[0010] In this embodiment of the application, when the motor fails, lateral deviation may occur. Therefore, the driving wheels of the vehicle can be controlled. When controlling the driving wheels, it is necessary to calculate the corresponding steering angle values ​​of the driving wheels, namely the steering angle of the driving front wheel and the steering angle of the driving rear wheel.

[0011] In some possible embodiments, the method further includes: determining a target operation of the active suspension based on the vehicle's target yaw rate and actual yaw rate, the target operation of the active suspension being used to compensate for a deviation in the vehicle's travel direction caused by at least one motor failure.

[0012] In this application, when the motor fails, the vehicle's active suspension is adjusted to further ensure vehicle stability.

[0013] In some possible embodiments, the target operation of the active suspension is determined based on the vehicle's target yaw rate and actual yaw rate, including: if the target yaw rate is greater than a preset yaw rate threshold and the actual yaw rate is greater than the target yaw rate, then the height of the left suspension is increased and the height of the right suspension is decreased; if the target yaw rate is greater than the preset yaw rate threshold and the actual yaw rate is less than the target yaw rate, then the height of the left suspension is decreased and the height of the right suspension is increased; if the target yaw rate is less than the preset yaw rate threshold and the actual yaw rate is greater than the target yaw rate, then the height of the left suspension is increased and the height of the right suspension is decreased; if the target yaw rate is less than the preset yaw rate threshold and the actual yaw rate is less than the target yaw rate, then the height of the left suspension is decreased and the height of the right suspension is increased.

[0014] In this embodiment, by adjusting the vehicle's active suspension, the acceleration and vibration in the vertical direction caused by motor failure are mitigated, further improving vehicle stability and user comfort.

[0015] In some possible embodiments, determining the first failure rate of the first motor includes: obtaining a first required torque of the vehicle and a first actual output torque of the vehicle; determining the gain coefficient of the first motor based on the first required torque; and determining the first failure rate of the first motor based on the gain coefficient of the first motor and the first actual output torque.

[0016] In this embodiment of the application, by determining the degree of motor failure, i.e. the motor failure rate, it is ensured that the yaw rate caused by motor failure can be accurately compensated.

[0017] In some possible embodiments, determining the gain coefficient of the first motor based on the first required torque includes: obtaining a first confidence coefficient of the first motor; wherein the first confidence coefficient is a confidence coefficient calculated when the first motor previously failed; determining the gain coefficient of the first motor based on the first required torque, the first confidence coefficient, and a second required torque; the second required torque is the required torque when the first motor previously failed.

[0018] In some possible embodiments, determining the first failure rate of the first motor based on the gain coefficient of the first motor and the first actual output torque includes: obtaining the second failure rate of the first motor, wherein the second failure rate is the failure rate at the time of the previous failure of the first motor; determining the failure rate of the first motor based on the gain coefficient, the first failure rate, the first actual output torque, the second failure rate, and the second required torque; wherein the second required torque is the required torque at the time of the previous failure of the first motor.

[0019] In some possible embodiments, after obtaining the gain coefficient of the first motor, the method further includes: determining a second confidence coefficient of the first motor based on the gain coefficient, the first required torque, and the first confidence coefficient; the second confidence coefficient is used to determine the failure rate of the first motor when the first motor fails again.

[0020] In some possible embodiments, the active additional yaw torque is obtained based on the failure rate of the first motor, the target yaw rate, and the target centroid sideslip angle, including: acquiring vehicle driving information and vehicle attribute information; constructing an equation to be solved and a feedback matrix based on the vehicle driving information and attribute information; wherein the parameters to be solved in the equation to be solved include the active additional yaw torque; obtaining a tracking error dynamic equation based on the actual centroid sideslip angle, the actual yaw rate, the target yaw rate, and the target centroid sideslip angle; and obtaining the active additional yaw torque based on the equation to be solved, the tracking error dynamic equation, and the feedback matrix.

[0021] In this embodiment, the active additional yaw moment corresponding to the vehicle is determined based on the vehicle's driving information and attribute information. This can accurately compensate for the yaw moment caused by vehicle failure, ensuring stable vehicle operation.

[0022] In some possible embodiments, the driving information includes: lateral stiffness and vehicle speed; the attribute information includes: the vehicle's center of mass, mass, and preset yaw moment of inertia; the equation to be solved is constructed based on the vehicle's driving information and attribute information, including: constructing a state transition matrix and a disturbance matrix based on the lateral stiffness, vehicle speed, center of mass, mass, and preset yaw moment of inertia respectively; wherein, the state transition matrix represents the influence of the actual yaw rate and center of mass on the vehicle; the disturbance matrix represents the influence of the user's operation on the vehicle; the availability rate of the actuators in the vehicle is determined; an input matrix is ​​constructed based on the availability rate of the actuators; the input matrix represents the influence of the actuators in the vehicle on the vehicle; the equation to be solved is obtained based on the state transition matrix, disturbance matrix, and input matrix.

[0023] In some possible embodiments, the driving information includes: lateral stiffness and vehicle speed; the attribute information includes: the vehicle's center of mass, mass, and preset yaw moment of inertia; a feedback matrix is ​​constructed based on the vehicle's driving information and attribute information, including: constructing a state transition matrix based on lateral stiffness, vehicle speed, mass, center of mass, and preset yaw moment of inertia; the state transition matrix characterizes the influence of the actual yaw rate and center of mass on the vehicle; the availability rate of actuators in the vehicle is determined; an input matrix is ​​constructed based on the availability rate of actuators; the input matrix characterizes the influence of actuators in the vehicle on the vehicle; a feedback matrix to be solved is constructed based on the state transition matrix and the input matrix; and the feedback matrix is ​​obtained based on the feedback matrix to be solved and preset feedback matrix constraints.

[0024] In some possible embodiments, the actuator includes a first motor; determining the availability of the first motor includes: obtaining a preset availability threshold corresponding to the first motor; determining the ratio of the preset availability threshold to a first required torque; if the ratio is less than a first failure rate of the first motor, then the ratio is used as the availability of the first motor; if the ratio is greater than or equal to the first failure rate of the first motor, then the first failure rate of the first motor is used as the availability of the first motor.

[0025] In some possible embodiments, the actuator includes any one or a combination of the following: a braking system, an active front wheel steering actuator, an active rear wheel steering actuator, and an active suspension.

[0026] Secondly, embodiments of this application also provide a vehicle control device, the device comprising:

[0027] The failure detection module is used to detect whether the motor in the vehicle has failed.

[0028] The torque determination module is used to determine the driving torque and braking torque of each wheel in the vehicle if at least one motor failure is detected. The driving torque and braking torque of each wheel are used to compensate for the additional yaw torque caused by the failure of at least one motor.

[0029] The vehicle control module is used to control the wheels based on the driving torque and braking torque of each wheel.

[0030] Thirdly, another embodiment of this application also provides a vehicle, the vehicle including: a perception system and a computing platform; the perception system is used to acquire driving information corresponding to the vehicle; the computing platform is used to execute the method of any one of the first aspects.

[0031] Fourthly, another embodiment of this application also provides an electronic device, including at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform any of the methods provided in the first aspect of this application.

[0032] Fifthly, another embodiment of this application provides a computer-readable storage medium storing a computer program for causing a computer to perform any of the methods provided in the first aspect of this application.

[0033] Other features and advantages of this application will be set forth in the following description and will be apparent in part from the description or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. Attached Figure Description

[0034] Figure 1 is a schematic diagram of the vehicle architecture of a vehicle control method provided in an embodiment of this application;

[0035] Figure 2 is a schematic diagram of the overall process of a vehicle control method provided in an embodiment of this application;

[0036] Figure 3 is a schematic flowchart of a vehicle control method for detecting whether a motor in a vehicle has failed, according to an embodiment of this application.

[0037] Figure 4 is a schematic diagram of the process of determining the driving torque and braking torque of each wheel in a vehicle according to an embodiment of this application.

[0038] Figure 5 is a flowchart illustrating the determination of the first failure rate of a first motor in a vehicle control method according to an embodiment of this application.

[0039] Figure 6 is a schematic flowchart of a vehicle control method provided in an embodiment of this application for obtaining an active additional yaw moment;

[0040] Figure 7 is a schematic diagram of the process of constructing the equation to be solved based on the vehicle's driving information and attribute information in a vehicle control method provided in an embodiment of this application.

[0041] Figure 8 is a schematic diagram of determining the availability of actuators in a vehicle control method according to an embodiment of this application;

[0042] Figure 9 is a flowchart illustrating the process of constructing a feedback matrix based on vehicle driving information and attribute information in a vehicle control method according to an embodiment of this application.

[0043] Figure 10 is a schematic diagram of a vehicle control method provided in this application, which determines the target operation of the active suspension based on the vehicle's target yaw rate and actual yaw rate.

[0044] Figure 11 is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0045] Figure 12 is a schematic diagram of a vehicle control method apparatus provided in an embodiment of this application;

[0046] Figure 13 is a schematic diagram of an electronic device for a vehicle control method provided in an embodiment of this application. Detailed Implementation

[0047] The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0048] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0049] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0050] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0051] It should be understood that the term "and / or" used in this article 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, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0052] With the development of automotive technology, people are paying increasing attention to vehicle safety. Currently, actuators such as multi-motor drives (including in-wheel motors), active front-wheel steering, active rear-wheel steering, and active suspension are applied in vehicle engineering to ensure safety during driving while pursuing ultimate comfort. However, the introduction of multiple actuators increases the failure risk of vehicle systems. In particular, drive motors are prone to overheating, overheating, and magnetic deactivation under complex and variable operating conditions or high-intensity operating conditions. Once these problems occur, they can lead to degraded motor power or even loss of power. For distributed vehicle configurations with multi-motor drives, motor failure can also cause vehicle deviation and instability, especially at high speeds, seriously affecting vehicle safety.

[0053] To address the aforementioned issues, related technologies categorize motor failures into controllable and uncontrollable failures (i.e., failures of dual motors on the same side and failures of more than three motors). For uncontrollable failures, all motor torques are simply reset to zero. For controllable failures, torque redistribution is used to ensure vehicle stability. However, for uncontrollable motor failures, resetting motor torque to zero at high speeds poses a rear-end collision risk. For controllable motor failures, relying solely on torque redistribution offers a limited stable range and cannot guarantee safe vehicle operation.

[0054] To address the aforementioned problems, this application provides a vehicle control method and related apparatus to solve these issues. The inventive concept of this application can be summarized as follows: The vehicle's motors are detected; when at least one motor in the vehicle fails, the driving torque and braking torque of each wheel in the vehicle are determined; and the vehicle is controlled based on the driving torque and braking torque to compensate for the additional yaw torque caused by the motor failure. In this application, when a motor fails, the determined driving torque and braking torque are used to compensate for the additional yaw torque caused by the motor failure, preventing the vehicle from veering and ensuring stable vehicle operation.

[0055] For ease of understanding, the vehicle control method provided in this application embodiment will be described in detail below with reference to the accompanying drawings:

[0056] Figure 1 is a functional schematic diagram of a vehicle 100 provided in an embodiment of this application.

[0057] Vehicle 100 may include multiple subsystems, such as perception system 120 and computing platform 130. Optionally, vehicle 100 may include more or fewer subsystems, and each subsystem may include one or more components. In addition, each subsystem and component of vehicle 100 may be interconnected via wired or wireless means.

[0058] The perception system 120 may include several types of sensors for sensing information about the environment surrounding the vehicle 100. For example, the perception system 120 may include a positioning system, which may be a global positioning system (GPS), a BeiDou system, or another positioning system. The perception system 120 may include one or more of the following: an inertial measurement unit (IMU), lidar, millimeter-wave radar, ultrasonic radar, and a camera device.

[0059] Some or all of the functions of vehicle 100 can be controlled by computing platform 130. Computing platform 130 may include processors 131 to 13n (n being a positive integer). A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as an FPGA. In reconfigurable hardware circuits, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement some or all of the functions of the aforementioned units. Furthermore, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. In addition, the computing platform 130 may also include a memory for storing instructions. Some or all of the processors 131 to 13n can call the instructions in the memory to implement the corresponding functions.

[0060] The computing platform 130 can control the functions of the vehicle 100 based on inputs received from various subsystems (e.g., the sensing system 120). In some embodiments, the computing platform 130 can be used to provide control over many aspects of the vehicle 100 and its subsystems.

[0061] Optionally, the above components are just an example. In actual applications, the components in each of the above modules may be added or deleted as needed.

[0062] The vehicle 100 in this application may include: road vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, or entertainment equipment, etc. For example, vehicle 100 may be a means of transportation (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. The embodiments of this application do not specifically limit the type of vehicle.

[0063] The following uses vehicle 100 as an example to illustrate the technical problems that this application needs to solve and the technical solutions adopted.

[0064] Figure 2 shows a schematic flowchart of a vehicle control method provided in an embodiment of this application, wherein:

[0065] In step 201: Check whether the motor in the vehicle is malfunctioning.

[0066] In this embodiment, motor failure is detected by acquiring the actual output torque, required torque, and functional status of the motor controller. If motor failure is determined, subsequent processes continue. If motor failure is determined, the actual output torque, required torque, and functional status of the motor controller can be monitored in real time to facilitate timely handling of motor failure.

[0067] In some possible embodiments, detecting whether the motor in the vehicle has failed can be implemented as shown in Figure 3, wherein:

[0068] In step 301: Obtain the working status of the torque control function of the motor controller.

[0069] In this embodiment, torque control is a technique for controlling and adjusting the torsional torque generated by a vehicle, machine, or other equipment during driving or operation. Torque control can ensure stable operation of the vehicle or equipment under various working conditions, improve efficiency, and reduce wear.

[0070] For example, torque control functions include, but are not limited to: parking mode, feedback mode (coasting, brake feedback), cruise mode (cruise control, adaptive cruise control), and normal driving mode (D / R drive and crawl).

[0071] In step 302: Determine whether the torque control function of the motor controller is enabled. If it is not enabled, proceed to step 303; otherwise, proceed to step 304.

[0072] In this application embodiment, it is considered that the actual torque of the motor and the required torque cannot be completely consistent, so there will be an error value. This application uses this error value as the following error. Under normal motor conditions, the difference between the actual torque of the motor and the required torque is small. If the difference is large, it can indicate that the motor has failed. Therefore, in this application, the following error is used to determine whether the motor has failed.

[0073] For example, the difference can be the difference between the actual torque and the required torque, or the difference between the required torque and the actual torque. If the difference is negative, the absolute value needs to be taken as the difference between the actual torque and the required torque of the motor.

[0074] In step 303: the preset following error is used as the following error threshold.

[0075] In this embodiment, when the torque control function is not enabled by the motor controller, the following error is set according to the motor's own torque following capability, that is, the preset following error is used as the following error threshold.

[0076] In step 304: Obtain the torque adjustment upper limit value corresponding to the torque control function in each on state, and use the maximum value among the torque adjustment upper limit values ​​as the following error threshold.

[0077] In this embodiment, when the torque control function of the motor controller is not enabled, the maximum value among the adjustment upper limits corresponding to all torque control functions is used as the following error threshold. That is, when determining the error threshold, it can be implemented as Formula 1:

[0078] Torque following error = max{Adjustment limit of function 1, adjustment limit of function 2, ..., adjustment limit of function i} (Formula 1)

[0079] Wherein, the adjustment limit of function i is the adjustment limit value corresponding to the i-th torque control function in the motor controller.

[0080] In step 305: Determine the target difference between the actual output torque and the required torque.

[0081] In step 306: If the target difference is greater than the following error threshold, then the motor is determined to be faulty.

[0082] In this embodiment, the motor is determined to have failed if the absolute value of the difference between the actual torque and the required torque of the motor exceeds the following error threshold. Otherwise, the motor has not failed.

[0083] For example: if the actual output torque of the vehicle is 400 Nm and the required torque is determined to be 600 Nm, and the torque control function of the motor controller is determined to be enabled, and the motor controller includes three torque control functions, where the upper limit of function adjustment for function 1 is 50 Nm, the upper limit of function adjustment for function 2 is 40 Nm, and the upper limit of function adjustment for function 3 is 30 Nm, then the following error threshold can be determined to be 50 Nm. If the target difference between the actual output torque and the required torque is determined to be 200 Nm, and this difference exceeds the following error threshold of 50 Nm, then the motor can be determined to have failed.

[0084] It is important to know that when a vehicle has multiple motors, the process shown in Figure 3 must be performed for each motor to determine whether the motor has failed. If any motor has failed, the subsequent steps shown in Figure 1 must be performed.

[0085] In step 202: If at least one motor failure is detected, the driving torque and braking torque of each wheel in the vehicle are determined. The driving torque and braking torque of each wheel are used to compensate for the additional yaw torque caused by the failure of at least one motor.

[0086] In this embodiment of the application, when the motor fails, the driving torque and braking torque of the vehicle are determined, and the additional yaw torque generated when the motor fails is compensated by the driving torque and braking torque, so as to avoid the vehicle from tilting and ensure the stable driving of the vehicle.

[0087] In step 203: the wheels are controlled according to the driving torque and braking torque of each wheel.

[0088] The driving torque and braking torque corresponding to each wheel can be obtained by the above method, and then the current driving torque and braking torque of each wheel of the vehicle can be adjusted according to the obtained driving torque and braking torque.

[0089] To facilitate further understanding, the specific implementation method of step 202 is described in detail below: In some possible embodiments, the driving torque and braking torque of each wheel in the vehicle are determined, which can be implemented as shown in Figure 4, wherein:

[0090] In step 401: Determine the target yaw rate and target center of mass sideslip angle of the vehicle.

[0091] In this embodiment, yaw rate refers to the speed at which the vehicle body rotates around the vertical axis during driving. The magnitude of yaw rate can characterize the lateral motion state of the vehicle. The center of gravity sideslip angle refers to the lateral deviation angle of the vehicle's center of gravity relative to the vehicle's forward direction. These two parameters can be used to measure the stability of the vehicle.

[0092] In some possible embodiments, when determining the target yaw rate and target center-of-gravity sideslip angle of the vehicle, it is necessary to obtain the vehicle's current speed, steering wheel angle, distance from the center of gravity to the front axle, distance from the center of gravity to the rear axle, and the corresponding sideslip stiffness of the front and rear axles. To ensure the accuracy of the determined target yaw rate and target center-of-gravity sideslip angle, it is also necessary to obtain the current road surface adhesion and the current vehicle driving mode. After obtaining the vehicle speed, steering wheel angle, distance from the center of gravity to the front axle, distance from the center of gravity to the rear axle, the corresponding sideslip stiffness of the front and rear axles, the current road surface adhesion, and the current vehicle driving mode, the target yaw rate can be obtained by calculating the yaw rate using the methods described in related technologies, and the target center-of-gravity sideslip angle can be obtained by calculating the center-of-gravity sideslip angle using the methods described in related technologies.

[0093] It should be noted that this application does not limit the specific implementation method for calculating the target yaw rate and the target center of mass sideslip angle; the method can be selected according to the specific circumstances of the vehicle.

[0094] In step 402: Determine the first failure rate of the first motor. The first motor is a failed motor, and the first failure rate of the first motor refers to the degree of failure of the first motor.

[0095] In this embodiment, any failed motor in the vehicle can be considered a first motor. Since a vehicle may have only one motor failure or multiple motor failures simultaneously, there can be one first motor or multiple first motors. It should be noted that the processing method for each first motor is the same. For ease of explanation, the following description uses the presence of one first motor as an example. For instance, after a motor failure, to ensure accurate compensation for the yaw rate caused by the motor failure, it is necessary to determine the degree of motor failure, i.e., to calculate the motor failure rate.

[0096] In step 403: Based on the first failure rate of the first motor, the target yaw rate and the target centroid sideslip angle, determine the active additional yaw torque; the active additional yaw torque is the compensation value for the additional yaw torque caused by the failure of at least one motor.

[0097] In this embodiment, by calculating the active additional yaw moment, the additional yaw moment generated when the motor fails can be compensated, thereby avoiding vehicle lateral deviation and ensuring vehicle stability and driving safety.

[0098] In step 404: the driving torque and braking torque of each wheel are determined based on the active additional yaw torque and the first failure rate of the first motor.

[0099] In this embodiment of the application, after obtaining the active additional yaw moment, the driving torque and braking torque of the vehicle can be determined by using a cost function method.

[0100] In some possible embodiments, Formula 2 can be used to determine the driving torque and braking torque of the vehicle:

[0101] in, This represents the driving torque corresponding to the i-axis on the j-side. This represents the braking torque corresponding to the i-axis on the j-side. θ represents the availability of the first motor on the j-side i-axis. ij This represents the pre-set first weight matrix. This represents the pre-set second weight matrix, f(*) represents the relationship equation between the driving torque, braking torque, and the availability rate corresponding to the j-side i-axis of the first motor, ΔM z This indicates that an active yaw moment is applied.

[0102] In this embodiment, based on the active additional yaw moment, motor availability, upper limit of motor and braking system capacity constraint torque, and combined with the cost function shown in Formula 2, the optimization method can be used to calculate the amount of four-wheel torque and four-wheel braking torque required to achieve the obtained active additional yaw moment.

[0103] In some possible embodiments, determining the first failure rate of the first motor in step 402 above can be specifically implemented as shown in Figure 5, wherein:

[0104] In step 501: the first required torque of the vehicle and the first actual output torque of the vehicle are obtained.

[0105] In this embodiment of the application, the first required torque is the torque that the first motor needs to provide in the vehicle, and the first actual output torque is the torque actually output by the first motor from the crankshaft end.

[0106] In step 502: the gain coefficient of the first motor is determined based on the first required torque.

[0107] In some possible embodiments, the gain coefficient of the first motor is determined based on the first required torque. Specifically, this can be implemented by: obtaining a first confidence coefficient of the first motor; wherein the first confidence coefficient is the confidence coefficient calculated when the first motor failed previously; and determining the gain coefficient of the first motor based on the first required torque, the first confidence coefficient, and the second required torque; the second required torque is the required torque when the first motor failed previously.

[0108] In this embodiment, the second required torque is the required torque corresponding to the last motor failure. If this is the first motor's first failure, i.e., the second required torque is not obtained, then a pre-set required torque can be used as the second required torque. The first confidence coefficient of the first motor is the confidence coefficient calculated when the first motor failed last time. If this is the first motor's first failure, i.e., the first confidence coefficient is not obtained, then a pre-set confidence coefficient can be used as the first confidence coefficient.

[0109] In some possible embodiments, the vehicle includes a left front axle, a left rear axle, a right front axle, and a right rear axle. Each axle has a different gain coefficient, so it is necessary to calculate the gain coefficient for each axle and use the four gain coefficients obtained as the gain coefficient for the first motor.

[0110] Formula 3 can be used to obtain the gain coefficient for each shaft of the first motor:

[0111] Where i∈{f,r}, f represents the front axle and r represents the rear axle; j∈{l,r}, l represents the left side and r represents the right side; k represents the k-th failure of the first motor, K ij (k) represents the gain coefficient corresponding to the i-axis on the j-side, P ij (k-1) represents the first confidence coefficient corresponding to the i-axis on the j-side of the first motor. f represents the first required torque corresponding to the i-axis on the j-side. ij This refers to the forgetting factor that is pre-set by technicians for the j-side i-axis of the first motor. This represents the second required torque corresponding to the i-axis on the j-side.

[0112] At this point, only K is in Formula 3. ij (k) is an unknown, so the obtained parameters can be directly substituted into Formula 3 to obtain the gain coefficient of the first motor.

[0113] In step 503: the first failure rate of the first motor is determined based on the gain coefficient of the first motor and the first actual output torque.

[0114] In some possible embodiments, the first failure rate of the first motor is determined based on the gain coefficient of the first motor and the first actual output torque. Specifically, this can be implemented by: obtaining the second failure rate of the first motor, where the second failure rate is the failure rate at the time of the first motor's previous failure, and determining the failure rate of the first motor based on the gain coefficient, the first failure rate, the first actual output torque, the second failure rate, and the second required torque; wherein the second required torque is the required torque at the time of the first motor's previous failure.

[0115] In this embodiment of the application, the second failure rate of the first motor is the failure rate calculated when the first motor failed last time. If the first motor fails for the first time this time, that is, the second failure rate is not obtained, the pre-set failure rate value can be used as the second failure rate.

[0116] As mentioned above, the vehicle includes a left front axle, a left rear axle, a right front axle, and a right rear axle. Each axle has a different gain coefficient. Therefore, the corresponding gain coefficient is calculated for each axle. When calculating the first failure rate, it is also necessary to calculate for each axle, and the four failure rates obtained are used as the first failure rate corresponding to the first motor.

[0117] Formula 4 can be used to obtain the first failure rate for each shaft of the first motor:

[0118] Where i∈{f,r}, f represents the front axle and r represents the rear axle; j∈{l,r}, l represents the left side and r represents the right side; k represents the k-th failure of the first motor, λ ij (k) represents the first failure rate corresponding to the i-axis on the j-side, λ ij (k-1) represents the second failure rate corresponding to the i-axis on the j-side, K ij (k) represents the gain coefficient corresponding to the i-axis on the j-side. This represents the first actual required torque corresponding to the i-axis on the j-side. This represents the second required torque corresponding to the i-axis on the j-side.

[0119] At this point, only λ is in Formula 4. ij (k) is an unknown, so the obtained parameters can be directly substituted into Formula 4 to obtain the first failure rate of the first motor.

[0120] In some possible embodiments, to facilitate the timely determination of the gain coefficient corresponding to the first motor in the event of a subsequent failure of the first motor, after obtaining the gain coefficient and the first failure rate of the first motor, it is necessary to determine a second confidence coefficient corresponding to the first motor. This second confidence coefficient is used to determine the failure rate of the first motor in the event of a subsequent failure. Specifically, determining the second confidence coefficient can be implemented by: determining the second confidence coefficient of the first motor based on the gain coefficient, the first required torque, and the first confidence coefficient.

[0121] Formula 5 can be used to obtain the second confidence coefficient for each axis of the first motor:

[0122] Where i∈{f,r}, f represents the front axle and r represents the rear axle; j∈{l,r}, l represents the left side and r represents the right side; k represents the k-th failure of the first motor, Pij (k) represents the second confidence coefficient corresponding to the i-axis on the j-side, f ij K represents the forgetting factor, which is pre-set by technicians for the j-side i-axis of the first motor. ij (k) represents the gain coefficient corresponding to the i-axis on the j-side. P represents the first required torque corresponding to the i-axis on the j-side. ij (k-1) represents the first confidence coefficient corresponding to the i-axis on the j-side.

[0123] At this point, only P is in Formula 5. ij (k) is an unknown, so the obtained parameters can be directly substituted into Formula 4 to obtain the first failure rate of the first motor.

[0124] In some possible embodiments, in step 403 above, the active additional yaw torque is obtained based on the failure rate of the first motor, the target yaw rate, and the target centroid sideslip angle. Specifically, this can be implemented as shown in Figure 6, wherein:

[0125] In step 601: Obtain the vehicle's driving information and vehicle attribute information.

[0126] In this embodiment of the application, the vehicle's driving information is information that changes with the vehicle's driving state during the vehicle's driving process, while the vehicle's attribute information is information that does not change with the vehicle's driving state. The vehicle's driving information includes, but is not limited to: lateral stiffness (front axle lateral stiffness, rear axle lateral stiffness) and vehicle speed (lateral speed, longitudinal speed); the vehicle's attribute information includes, but is not limited to: the vehicle's center of gravity, mass, and preset yaw moment of inertia.

[0127] In step 602: the equations to be solved and the feedback matrix are constructed based on the vehicle's driving information and attribute information; among them, the parameters to be solved in the equations to be solved include the active additional yaw moment.

[0128] In this embodiment of the application, the additional yaw moment caused by motor failure needs to be compensated. Therefore, it is necessary to calculate the compensation value corresponding to the additional yaw moment, i.e., the active additional yaw moment. Thus, the active additional yaw moment can be used as the parameter to be solved to construct the equation to be solved.

[0129] In some possible embodiments, yaw may occur when the motor fails. Therefore, the vehicle's drive wheels can be controlled. When controlling the drive wheels, it is necessary to calculate the corresponding steering angles, namely the front and rear wheel steering angles. To improve computational efficiency, when constructing the equations to be solved, the active additional yaw moment, the front wheel steering angle, and the rear wheel steering angle can all be used as parameters to be solved, thus allowing the active additional yaw moment, the front wheel steering angle, and the rear wheel steering angle to be solved simultaneously.

[0130] For example, Formula 6 can be used to construct the equation to be solved:

[0131] Where x = [β, ω] T β represents the actual sideslip angle of the vehicle's center of gravity, ω represents the actual yaw rate of the vehicle, A represents the state transition matrix, B represents the input matrix, G represents the disturbance matrix, w is the product of the steering wheel rotation angle and the preset scaling factor, and the steering wheel rotation angle can be directly obtained, u = [Δδ f ,δ r ,ΔM z ] T ,Δδ f Indicates the active front wheel steering angle, δ r Indicates the active rear wheel steering angle, ΔM z To actively add yaw moment.

[0132] At this point, the quantities to be solved in the equation are: active front wheel steering angle, active rear wheel steering angle, and active additional yaw moment. The state transition matrix, input matrix, and disturbance matrix can be obtained from the vehicle's driving information and attribute information, which will be explained in detail later and will not be repeated here.

[0133] After constructing the matrix to be solved, it is also necessary to construct the feedback matrix. For example, the feedback matrix to be solved can be constructed first. In the feedback matrix to be solved, the feedback matrix is ​​the parameter to be solved. The feedback matrix to be solved can be constructed using Formula 7: K1=(A-BK1), (Formula 7)

[0134] Where K1 is the feedback matrix, A represents the state transition matrix, and B represents the input matrix.

[0135] After constructing the feedback matrix with solver, the feedback matrix can be obtained according to pre-set constraints. For example, the pre-set constraints for the feedback matrix are: K1 must satisfy that all eigenvalues ​​of (A-BK1) are negative. Based on the pre-set feedback matrix constraints and the feedback matrix to be solved, the feedback matrix can be obtained.

[0136] In step 603: the dynamic equation of the tracking error is obtained based on the actual centroid sideslip angle, the actual yaw rate, the target yaw rate, and the target centroid sideslip angle.

[0137] For example, Equation 8 can be used to construct the dynamic equation for the tracking error: x=[β,ω] T →x d =[β d ,ω d ] T , (Formula 8)

[0138] Where β represents the actual sideslip angle of the vehicle's center of gravity, and ω represents the actual yaw rate of the vehicle. d ω represents the sideslip angle of the target's center of mass. d The x represents the target's yaw rate. d The dynamic equation for tracking error.

[0139] In step 604: the active additional yaw moment is obtained based on the equation to be solved, the dynamic equation of the tracking error, and the feedback matrix.

[0140] In this application, the parameters to be solved in the equation to be solved are the active front wheel steering angle, the active rear wheel steering angle, and the active additional yaw moment. At this time, there are three equations: the equation to be solved, the tracking error dynamic equation, and the feedback matrix. Therefore, by solving the three equations simultaneously, the active front wheel steering angle, the active rear wheel steering angle, and the active additional yaw moment can be obtained.

[0141] By solving Equations 6, 7, and 8 simultaneously, we can obtain the active front wheel steering angle, the active rear wheel steering angle, and the active additional yaw moment.

[0142] In some possible embodiments, the equation to be solved in step 602 above is constructed based on the vehicle's driving information and attribute information, which can be specifically implemented as shown in Figure 7, wherein:

[0143] In step 701: a state transition matrix and a disturbance matrix are constructed based on the lateral stiffness, vehicle speed, center of mass, mass, and preset yaw moment of inertia, respectively; wherein, the state transition matrix represents the degree of influence of the actual yaw rate and center of mass on the vehicle; the disturbance matrix represents the degree of influence of the user's operation on the vehicle.

[0144] For example, Equation 9 can be used to construct the state transition matrix:

[0145] Where A represents the state transition matrix, k f Indicates the front axle lateral stiffness, k r V represents the rear axle lateral stiffness, m represents the vehicle mass, and V represents the vehicle mass. x Indicates the longitudinal speed of the vehicle, l f The distance l represents the distance from the vehicle's center of gravity to the front axle. r I represents the distance from the vehicle's center of gravity to the rear axle. z This is the preset yaw moment of inertia.

[0146] In this embodiment, the lateral stiffness corresponding to the front and rear axles of the vehicle can be directly obtained, and the vehicle's mass and the distance from the center of mass to the front and rear axles are fixed vehicle attribute information that can also be directly obtained. The lateral velocity of the vehicle can be directly read by the sensors carried in the vehicle, and the preset yaw moment of inertia is a fixed value pre-set by the technician. Therefore, it can be determined that the constructed state transition matrix is ​​a known quantity.

[0147] For example, Equation 10 can be used to construct the interference matrix:

[0148] Where G represents the interference matrix, k f V represents the front axle lateral stiffness, m represents the vehicle mass, and V represents the front axle lateral stiffness. x Indicates the longitudinal speed of the vehicle, l f I represents the distance from the vehicle's center of gravity to the front axle. z This is the preset yaw moment of inertia.

[0149] In this embodiment, the lateral stiffness of the front axle of the vehicle can be directly obtained, and the vehicle's mass and the distance from the center of gravity to the front axle are fixed vehicle attribute information that can also be directly obtained. The lateral velocity of the vehicle can be directly read by the sensors carried in the vehicle, and the preset yaw moment of inertia is a fixed value pre-set by the technician. Therefore, it can be determined that the constructed interference matrix is ​​a known quantity.

[0150] In step 702: Determine the availability of actuators in the vehicle.

[0151] In this application, the actuator in the vehicle includes at least a first motor, and may also include any one or a combination of: a braking system, an active front wheel steering actuator, an active rear wheel steering actuator, and an active suspension.

[0152] The methods for determining availability vary depending on the actuator. When determining the availability of the first motor, the following steps can be taken: obtain the preset availability threshold corresponding to the first motor; determine the ratio of the preset availability threshold to the first required torque; if the ratio is less than the first failure rate of the first motor, then the ratio is taken as the availability of the first motor; if the ratio is greater than or equal to the first failure rate of the first motor, then the first failure rate of the first motor is taken as the availability of the first motor.

[0153] In this embodiment of the application, in order to ensure safety, the availability of the motor cannot exceed the ratio of the allowable torque of the motor to the required torque.

[0154] For example, Formula 11 can be used to determine the availability of the motor:

[0155] in, λ represents the availability rate corresponding to the i-axis on the j-side of the first motor. ij This represents the first failure rate corresponding to the i-axis on the j-side. This indicates the available torque corresponding to the i-axis on the j-side. This represents the first required torque corresponding to the i-axis on the j-side. Wherein, Pre-set by technicians.

[0156] The availability rate of the first motor can be obtained using Formula 11.

[0157] In some possible embodiments, the availability of the braking system, the active front wheel steering actuator, and the active rear wheel steering actuator can be determined using the method shown in Figure 8, i.e., set according to the configuration of the actuators in the vehicle. If the vehicle is equipped with a braking system, the availability of the braking system... The availability of the braking system is 1 if the vehicle is not equipped with a braking system. The availability rate η is 0 if the vehicle is equipped with an active front wheel steering actuator; if the vehicle is equipped with an active front wheel steering actuator, the availability rate η corresponding to the active front wheel steering actuator is 0. f_steer If the value is 1, then the availability η of the active front wheel steering actuator is 1. f_steer The availability rate η is 0 if the vehicle is equipped with an active rear-wheel steering actuator; if the vehicle is equipped with an active rear-wheel steering actuator, the availability rate η corresponding to the active rear-wheel steering actuator is 0. r_steer It is 0.

[0158] It's important to know that vehicles are generally equipped with a braking system, so the availability of the braking system can be set to 1 by default.

[0159] In step 703: Construct an input matrix based on the availability of actuators; the input matrix characterizes the degree of influence of actuators in the vehicle on the vehicle.

[0160] For example, Equation 12 can be used to construct the input matrix:

[0161] Where B represents the input matrix, η f_steer η represents the availability of the active front wheel steering actuator. r_steer k represents the availability of the active rear wheel steering actuator. f Indicates the front axle lateral stiffness, k r V represents the rear axle lateral stiffness, m represents the vehicle mass, and V represents the vehicle mass. x Indicates the longitudinal speed of the vehicle, l f The distance l represents the distance from the vehicle's center of gravity to the front axle. r I represents the distance from the vehicle's center of gravity to the rear axle. z This is the preset yaw moment of inertia.

[0162] In this embodiment, the lateral stiffness corresponding to the front and rear axles of the vehicle can be directly obtained, and the vehicle's mass and the distance from the center of gravity to the front and rear axles are fixed, which are also vehicle attribute information. The lateral velocity of the vehicle can be directly read by the sensors carried in the vehicle, and the preset yaw moment of inertia is a fixed value pre-set by the technician. Therefore, it can be determined that the constructed input matrix is ​​a known quantity.

[0163] In step 704: Based on the state transition matrix, disturbance matrix, and input matrix, the equation to be solved is obtained.

[0164] At this point, the state transition matrix, disturbance matrix, and input matrix are all known parameters. Therefore, the equation to be solved, as shown in Equation 6, can be constructed based on the state transition matrix, disturbance matrix, and input matrix.

[0165] The exemplary step 602 above, which constructs a feedback matrix based on vehicle driving information and attribute information, can be specifically implemented as shown in Figure 9, wherein:

[0166] In step 901: a state transition matrix is ​​constructed based on the lateral stiffness, vehicle speed, mass, center of mass, and preset yaw moment of inertia; the state transition matrix characterizes the influence of the actual yaw rate and center of mass on the vehicle.

[0167] The specific implementation method of this step is the same as the method for constructing the state transition matrix in step 701, and will not be described again here.

[0168] In step 902: Determine the availability of actuators in the vehicle.

[0169] The specific implementation method of this step is the same as that of step 702, and will not be described again here.

[0170] In step 903: Construct an input matrix based on the availability of actuators; the input matrix characterizes the degree of influence of actuators in the vehicle on the vehicle.

[0171] The specific implementation method of this step is the same as that of step 703, and will not be described again here.

[0172] In step 904: Construct the feedback matrix to be solved based on the state transition matrix and the input matrix.

[0173] In step 905: Based on the feedback matrix to be solved and the preset feedback matrix constraints, the feedback matrix is ​​obtained.

[0174] At this point, the feedback matrix to be solved, as shown in Formula 7, contains only the feedback matrix as an unknown. Combining this with the constraints of the feedback matrix, the feedback matrix can be obtained.

[0175] In some possible embodiments, some vehicles have active suspension. Therefore, based on the steps shown in Figure 2, the active suspension of the vehicle can be adjusted to further ensure the stability of the vehicle. That is, after the steps shown in Figure 2 are completed, the target operation of the active suspension can be determined according to the target yaw rate and the actual yaw rate of the vehicle. The target operation of the active suspension is used to compensate for the deviation of the vehicle's driving direction caused by the failure of at least one motor.

[0176] For example, the target operation of the active suspension is determined based on the vehicle's target yaw rate and actual yaw rate. Specifically, it can be divided into four cases as shown in Figure 10: If the target yaw rate is greater than a preset yaw rate threshold and the actual yaw rate is greater than the target yaw rate, then the left suspension height is increased and the right suspension height is decreased; if the target yaw rate is greater than the preset yaw rate threshold and the actual yaw rate is less than the target yaw rate, then the left suspension height is decreased and the right suspension height is increased; if the target yaw rate is less than the preset yaw rate threshold and the actual yaw rate is greater than the target yaw rate, then the left suspension height is increased and the right suspension height is decreased; if the target yaw rate is less than the preset yaw rate threshold and the actual yaw rate is less than the target yaw rate, then the left suspension height is decreased and the right suspension height is increased. The preset yaw rate threshold can be 0.

[0177] Based on the relationship between the target yaw rate and the preset yaw rate threshold, the turning direction of the vehicle can be determined. For example, if the yaw rate when going straight is set to 0 (i.e., the preset yaw rate threshold), the yaw rate when turning left is set to less than 0, and the yaw rate when turning right is set to greater than 0, then the turning direction of the vehicle can be determined based on the relationship between the target yaw rate and the preset yaw rate threshold.

[0178] After determining the vehicle's turning direction, by comparing the actual yaw rate with the target yaw rate, it can be determined whether the yaw angle is too large or too small. If the yaw rate is too large, the vehicle is prone to sideslip. Therefore, it is necessary to adjust the height of the left and right suspensions to mitigate the acceleration and vibration in the vertical direction caused by motor failure, thereby improving vehicle stability and passenger comfort. If the yaw rate is too small, it means that the yaw rate is insufficient for the vehicle to turn smoothly. Therefore, adjusting the height of the left and right suspensions can help the vehicle turn smoothly.

[0179] To facilitate a further understanding of the vehicle control method provided in this application embodiment, the following is a general description of the vehicle control method provided in this application embodiment, as shown in Figure 11, wherein:

[0180] In step 1101: the driver operation information, vehicle attribute information, and driving information corresponding to the vehicle are detected.

[0181] The specific implementation method of this step is the same as that of steps 301 and 601, and will not be repeated here. Based on the obtained information, the actual output torque of the motor, the required torque, and the working status of the torque control function of the motor controller can be obtained.

[0182] In step 1102: perform fault detection on the motor.

[0183] The specific implementation method of this step is the same as that of step 201, and will not be described again here.

[0184] If the motor is determined to be faulty, the failure rate of the motor needs to be calculated. Therefore, in step 1103: the failure rate of the motor is calculated.

[0185] The specific implementation method of this step is the same as that of step 402, and will not be described again here.

[0186] After obtaining the failure rate of the motor, the availability rate of each actuator in the vehicle can be determined. Therefore, in step 1104: determine the availability rate of each actuator in the vehicle.

[0187] The specific implementation method of this step is the same as that of step 702, and will not be described again here.

[0188] After completing step 1101, the target yaw rate and target centroid sideslip angle of the vehicle can be determined based on the driver's operation information, attribute information and driving information. Therefore, in step 1105: the target yaw rate and target centroid sideslip angle of the vehicle are determined.

[0189] The specific implementation method of this step is the same as that of step 401, and will not be described again here.

[0190] In step 1106: the actuators in the vehicle are controlled individually.

[0191] The specific implementation method of this step is the same as that of step 203 and Figure 10, and will not be described again here.

[0192] Based on the same inventive concept, after introducing a vehicle control method provided by an embodiment of this application, as shown in FIG12, a vehicle control device 1200 provided by an embodiment of this application is described below, the device comprising:

[0193] The failure detection module 12001 is used to detect whether the motor in the vehicle has failed.

[0194] The torque determination module 12002 is used to determine the driving torque and braking torque of each wheel in the vehicle if at least one motor failure is detected. The driving torque and braking torque of each wheel are used to compensate for the additional yaw torque caused by the failure of the at least one motor.

[0195] The vehicle control module 12003 is used to control the wheels according to the driving torque and braking torque of each wheel.

[0196] Corresponding to the above embodiments, this application also provides an electronic device. Figure 13 is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. The electronic device 1300 may include: a processor 1301, a memory 1302, and a communication unit 1303. These components communicate through one or more buses. Those skilled in the art will understand that the structure of the electronic device shown in the figure does not constitute a limitation on the embodiments of the present invention. It can be a bus topology or a star topology, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0197] The communication unit 1303 is used to establish a communication channel, enabling the electronic device to communicate with other devices. It receives user data from other devices or sends user data to other devices.

[0198] The processor 1301 serves as the control center of the electronic device, connecting various parts of the device via interfaces and lines. It executes software programs and / or modules stored in the memory 1302 and retrieves data stored in the memory to perform various functions and / or process data. The processor may be composed of integrated circuits (ICs), such as a single packaged IC or multiple packaged ICs with the same or different functions connected together. For example, the processor 1301 may consist only of a central processing unit (CPU). In this embodiment, the CPU may have a single processing core or include multiple processing cores.

[0199] The memory 1302 is used to store the execution instructions of the processor 1301. The memory 1302 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0200] When the execution instructions in memory 1302 are executed by processor 1301, the electronic device 1300 is able to perform some or all of the steps in the embodiment shown in FIG1.

[0201] In a specific implementation, the present invention also provides a computer storage medium, wherein the computer storage medium may store a program, and the program, when executed, may include some or all of the steps of the various embodiments of the interactive method provided by the present invention. The storage medium may be a magnetic disk, optical disk, read-only memory (ROM), or random access memory (RAM), etc.

[0202] Those skilled in the art will clearly understand that the techniques in the embodiments of the present invention can be implemented using software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solutions in the embodiments of the present invention, or the parts that contribute to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in various embodiments or certain parts of the embodiments of the present invention.

[0203] The same or similar parts between the various embodiments in this specification can be referred to mutually. In particular, the device embodiments are basically similar to the method embodiments, so the description is relatively simple, and the relevant parts can be referred to the description in the method embodiments.

Claims

1. A vehicle control method, characterized in that, The method includes: Check if the motor in the vehicle is faulty; If at least one motor failure is detected, the driving torque and braking torque of each wheel in the vehicle are determined, and the driving torque and braking torque of each wheel are used to compensate for the additional yaw torque caused by the failure of the at least one motor. The wheels are controlled based on the driving torque and braking torque of each wheel.

2. The method according to claim 1, characterized in that, Determining the driving torque and braking torque of each wheel in the vehicle includes: Determine the target yaw rate and the target center-of-gravity sideslip angle of the vehicle; Determine the first failure rate of the first motor, where the first motor is a failed motor, and the first failure rate of the first motor refers to the degree of failure of the first motor; Based on the first failure rate of the first motor, the target yaw rate, and the target centroid sideslip angle, an active additional yaw torque is determined; the active additional yaw torque is a compensation value for the additional yaw torque generated by the failure of the at least one motor. The driving torque and braking torque of each wheel are determined based on the active additional yaw torque and the first failure rate of the first motor.

3. The method according to claim 2, characterized in that, Also includes: Based on the first failure rate of the first motor, the target yaw rate, and the target center of gravity sideslip angle, the rotation angle of each drive wheel is determined, and the rotation angle of the drive wheel is used to control the drive wheels of the vehicle.

4. The method according to claim 2 or 3, characterized in that, Also includes: The target operation of the active suspension is determined based on the vehicle's target yaw rate and actual yaw rate. The target operation of the active suspension is used to compensate for the deviation in the vehicle's driving direction caused by the failure of at least one motor.

5. The method according to claim 4, characterized in that, The target operation of the active suspension is determined based on the vehicle's target yaw rate and actual yaw rate, including: If the target yaw rate is greater than a preset yaw rate threshold, and the actual yaw rate is greater than the target yaw rate, then the height of the left suspension is increased and the height of the right suspension is decreased. If the target yaw rate is greater than a preset yaw rate threshold and the actual yaw rate is less than the target yaw rate, then the height of the left suspension is reduced and the height of the right suspension is increased. If the target yaw rate is less than a preset yaw rate threshold and the actual yaw rate is greater than the target yaw rate, then the height of the left suspension is increased and the height of the right suspension is decreased. If the target yaw rate is less than a preset yaw rate threshold, and the actual yaw rate is less than the target yaw rate, then the height of the left suspension is reduced and the height of the right suspension is increased.

6. The method according to claim 2, characterized in that, Determining the first failure rate of the first motor includes: Obtain the first required torque of the vehicle and the first actual output torque of the vehicle; The gain coefficient of the first motor is determined based on the first required torque. The first failure rate of the first motor is determined based on the gain coefficient of the first motor and the first actual output torque.

7. The method according to claim 6, characterized in that, Determining the gain coefficient of the first motor based on the first required torque includes: Obtain the first confidence coefficient of the first motor; wherein, the first confidence coefficient is the confidence coefficient calculated when the first motor failed previously; Based on the first required torque, the first confidence coefficient, and the second required torque, the gain coefficient of the first motor is determined; the second required torque is the required torque when the first motor previously failed.

8. The method according to claim 6, characterized in that, The step of determining the first failure rate of the first motor based on the gain coefficient of the first motor and the first actual output torque includes: Obtain the second failure rate of the first motor, where the second failure rate is the failure rate of the first motor during its previous failure. The failure rate of the first motor is determined based on the gain coefficient, the first failure rate, the first actual output torque, the second failure rate, and the second required torque; wherein the second required torque is the required torque when the first motor previously failed.

9. The method according to claim 6, characterized in that, After obtaining the gain coefficient of the first motor, the method further includes: Based on the gain coefficient, the first required torque, and the first confidence coefficient, a second confidence coefficient for the first motor is determined; the second confidence coefficient is used to determine the failure rate of the first motor when the first motor fails again.

10. The method according to claim 2, characterized in that, The step of obtaining the active additional yaw torque based on the failure rate of the first motor, the target yaw rate, and the target centroid sideslip angle includes: Obtain the vehicle's driving information and the vehicle's attribute information; Based on the vehicle's driving information and attribute information, an equation to be solved and a feedback matrix are constructed; wherein, the parameters to be solved in the equation to be solved include the active additional yaw moment; The tracking error dynamic equation is obtained based on the actual centroid sideslip angle, actual yaw rate, target yaw rate, and target centroid sideslip angle. The active additional yaw moment is obtained based on the equation to be solved, the dynamic equation of the tracking error, and the feedback matrix.

11. The method according to claim 10, characterized in that, The driving information includes: lateral stiffness and vehicle speed; the attribute information includes: the vehicle's center of gravity, mass, and preset yaw moment of inertia; the construction of the equation to be solved based on the vehicle's driving information and attribute information includes: A state transition matrix and an interference matrix are constructed based on the lateral stiffness, vehicle speed, center of mass, mass, and preset yaw moment of inertia, respectively; wherein, the state transition matrix represents the degree of influence of the actual yaw rate and the center of mass on the vehicle; the interference matrix represents the degree of influence of the user's operation on the vehicle. Determine the availability of actuators in the vehicle; An input matrix is ​​constructed based on the availability of the actuators; the input matrix characterizes the degree of influence of the actuators in the vehicle on the vehicle. Based on the state transition matrix, the disturbance matrix, and the input matrix, the equation to be solved is obtained.

12. The method according to claim 10, characterized in that, The driving information includes: lateral stiffness and vehicle speed; the attribute information includes: the vehicle's center of gravity, mass, and preset yaw moment of inertia. The construction of the feedback matrix based on the vehicle's driving information and attribute information includes: A state transition matrix is ​​constructed based on the lateral stiffness, vehicle speed, mass, center of mass, and preset yaw moment of inertia; the state transition matrix characterizes the degree of influence of the actual yaw rate and the center of mass on the vehicle; Determine the availability of actuators in the vehicle; An input matrix is ​​constructed based on the availability of the actuators; the input matrix characterizes the degree of influence of the actuators in the vehicle on the vehicle. Construct the feedback matrix to be solved based on the state transition matrix and the input matrix; The feedback matrix is ​​obtained based on the feedback matrix to be solved and the preset feedback matrix constraints.

13. The method according to claim 11 or 12, characterized in that, The actuator includes a first motor; determining the availability of the first motor includes: Obtain the preset availability threshold corresponding to the first motor; Determine the ratio of the preset availability threshold to the first required torque; If the ratio is less than the first failure rate of the first motor, then the ratio is taken as the availability rate of the first motor. If the ratio is greater than or equal to the first failure rate of the first motor, then the first failure rate of the first motor is taken as the availability rate of the first motor.

14. The method according to claim 11 or 12, characterized in that, The actuator includes any one or a combination of the following: a braking system, an active front wheel steering actuator, an active rear wheel steering actuator, and an active suspension.

15. A vehicle control device, characterized in that, The device includes: The failure detection module is used to detect whether the motor in the vehicle has failed. A torque determination module is used to determine the driving torque and braking torque of each wheel in the vehicle if at least one motor failure is detected. The driving torque and braking torque of each wheel are used to collaboratively compensate for the additional yaw torque generated by the failure of the at least one motor. The vehicle control module is used to control the wheels based on the driving torque and braking torque of each wheel.

16. A vehicle, characterized in that, The vehicle includes: a perception system and a computing platform; the perception system is used to acquire driving information corresponding to the vehicle; the computing platform is used to execute the method according to any one of claims 1-14.

17. An electronic device, characterized in that, It includes a memory for storing computer program instructions and a processor for executing the program instructions, wherein when the computer program instructions are executed by the processor, the electronic device is triggered to perform the method of any one of claims 1-14.

18. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform the method according to any one of claims 1-14.

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