Vehicle control method, vehicle control device and vehicle

Abstract

Provided in the present disclosure are a vehicle control method, a vehicle control device and a vehicle. The vehicle control method comprises: if it is detected that a first wheel of a vehicle is in a slipping state, acquiring a torque to be allocated when torque reduction is applied to the first wheel; allocating to a second wheel the torque to be allocated, wherein the second wheel is used for representing a wheel opposite to the first wheel; determining a target yaw moment difference value of the vehicle corresponding to the torque to be allocated; on the basis of the target yaw moment difference value, determining a target steering angle of rear wheels of the vehicle; and controlling the rear wheels on the basis of the target steering angle.

Description

Vehicle control method, vehicle control device and vehicle

[0001] The present disclosure claims priority to the Chinese patent application No. 2024113865893, filed on September 30, 2024, and entitled "Vehicle control method, vehicle control device and vehicle", the entire content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] The present disclosure relates to the field of vehicles, and more particularly, to a vehicle control method, a vehicle control device and a vehicle. BACKGROUND

[0003] When the vehicle is running, the occurrence of wheel slip can be reduced by reducing the output torque of the motor in the vehicle. However, reducing the output torque of the motor in the vehicle can only reduce the occurrence of wheel slip, but cannot ensure the vehicle to run quickly and straight, thereby causing dangerous accidents. Therefore, how to ensure the vehicle to run safely and quickly in the case of wheel slip becomes a problem to be solved. SUMMARY

[0004] The present disclosure provides a vehicle control method, a vehicle control device and a vehicle, which can ensure the vehicle to run safely and quickly in the case of wheel slip.

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

[0006] In a first aspect, the present disclosure provides a vehicle control method, the vehicle control method comprising:

[0007] if it is detected that the first wheel of the vehicle is in a slip state, obtaining a to-be-allocated torque when the torque of the first wheel is reduced; and allocating the to-be-allocated torque to a second wheel; wherein the second wheel is used to represent a wheel opposite to the first wheel; determining a target difference value of a yaw moment corresponding to the to-be-allocated torque; determining a target steering angle of a rear wheel of the vehicle based on the target difference value of the yaw moment; and controlling the rear wheel based on the target steering angle.

[0008] In a possible implementation manner, the vehicle control method further comprises:

[0009] determining whether the target steering angle is greater than a preset steering angle;

[0010] if the target steering angle is greater than the preset steering angle, controlling the rear wheel to rotate according to the preset steering angle;

[0011] if the target steering angle is less than or equal to the preset steering angle, controlling the rear wheel to rotate according to the target steering angle.

[0012] The technical scheme has the advantages that if the target steering angle is greater than the preset steering angle, the rear wheel is controlled to rotate according to the preset steering angle, and if the target steering angle is less than or equal to the preset steering angle, the rear wheel is controlled to rotate according to the target steering angle, so that the change of the vehicle posture caused by the torque transfer can be offset as much as possible by controlling the steering of the rear wheel, and the stability of the vehicle is improved.

[0013] In a possible implementation, if the target steering angle is greater than the preset steering angle, the vehicle control method further includes:

[0014] The to-be-distributed torque is updated to obtain an updated to-be-distributed torque;

[0015] The updated to-be-distributed torque is distributed to the second wheel.

[0016] The technical scheme has the advantages that if the target steering angle is greater than the preset steering angle, the to-be-distributed torque is updated to obtain an updated to-be-distributed torque, and because the updated to-be-distributed torque is less than the to-be-distributed torque, the updated to-be-distributed torque is distributed to the second wheel, so that the driving force of the vehicle can be ensured while ensuring the safety of driving.

[0017] In a possible implementation, the vehicle control method further includes:

[0018] Based on the preset steering angle, a preset yaw moment difference value corresponding to the preset steering angle is determined;

[0019] Based on the preset yaw moment difference value, the updated to-be-distributed torque is determined.

[0020] The technical scheme has the advantages that if the target steering angle is greater than the preset steering angle, based on the preset steering angle, a preset yaw moment difference value is determined, and based on the preset yaw moment difference value, the updated to-be-distributed torque is determined; because the preset steering angle is used to offset the difference of the yaw moment caused by the torque transfer, the preset yaw moment difference value corresponding to the preset steering angle is determined, so that the updated to-be-distributed torque can be determined based on the preset yaw moment difference value, and the updated to-be-distributed torque is transferred to the second wheel, and the driving force of the vehicle can be ensured.

[0021] In a possible implementation, the vehicle control method further includes:

[0022] If the target steering angle is less than or equal to the preset steering angle, a second distribution torque is output to the second wheel, where the second distribution torque is used to represent the sum of the to-be-distributed torque and the current distribution torque of the second wheel;

[0023] If the target steering angle is greater than the preset steering angle, a third distribution torque is output to the second wheel, where the third distribution torque is used to represent the sum of the updated to-be-distributed torque and the current distribution torque of the second wheel.

[0024] The technical solution has the advantages that if the target steering angle is less than or equal to the preset steering angle, the second distribution torque is output to the second wheel, and the second distribution torque represents the sum of the to-be-distributed torque and the current distribution torque of the second wheel; in the case where the target steering angle is less than or equal to the preset steering angle, the torque of the first wheel can be completely transferred to the second wheel, and the vehicle is ensured to have sufficient power; if the target steering angle is greater than the preset steering angle, the third distribution torque is output to the second wheel, and the third distribution torque is used to represent the sum of the updated to-be-distributed torque and the current distribution torque of the second wheel; in the case where the target steering angle is greater than the preset steering angle, the maximum torque (the updated to-be-distributed torque) of the first wheel that can be transferred is transferred to the second wheel, so that the power of the vehicle is ensured as much as possible.

[0025] In a possible implementation, the vehicle control method further includes:

[0026] The historical friction coefficient of the first wheel is acquired.

[0027] The first distribution torque of the first wheel is determined based on the historical friction coefficient, the tire radius, and the tire load; and the first distribution torque is positively correlated with the friction coefficient.

[0028] The difference between the current distribution torque of the first wheel and the first distribution torque is determined as the to-be-distributed torque.

[0029] The technical solution has the advantages that the first distribution torque of the first wheel, that is, the maximum driving force corresponding to the historical friction coefficient, is determined based on the historical friction coefficient, the tire radius, and the tire load of the first wheel, so that the difference between the current distribution torque of the first wheel and the first distribution torque is determined as the to-be-distributed torque, the accuracy of the to-be-distributed torque is ensured, the to-be-distributed torque is distributed, the vehicle is ensured to have sufficient power, and the driving speed of the vehicle is ensured.

[0030] In a possible implementation, the vehicle control method further includes:

[0031] The first difference of the yaw moment is determined based on the current distribution torque of the first wheel and the current distribution torque of the second wheel.

[0032] The second difference of the yaw moment is determined based on the first distribution torque and the second distribution torque of the second wheel; and the second distribution torque is used to represent the sum of the current distribution torque of the second wheel and the to-be-distributed torque.

[0033] The difference between the first difference and the second difference is determined as the target difference.

[0034] The technical solution has the advantages that the first difference value of the yaw moment is determined based on the current distribution torque of the first wheel and the current distribution torque of the second wheel, and the second difference value of the yaw moment is determined based on the second distribution torque and the first distribution torque; the target difference value of the yaw moment is determined through the first difference value and the second difference value while ensuring the power of the vehicle, which can improve the accuracy of the difference value of the yaw moment generated before and after the torque transfer, thereby improving the accuracy of the target transfer angle.

[0035] In a possible implementation manner, the vehicle control method further includes:

[0036] outputting the first distribution torque to the first wheel.

[0037] The technical solution has the advantages that the first distribution torque indicates the current maximum driving force of the first wheel, and the first distribution torque is output to the first wheel, which can reduce the sliding of the first wheel and improve the driving safety.

[0038] In a second aspect, the present disclosure provides a vehicle control device, which includes:

[0039] The detection module is configured to: if it is detected that the first wheel of the vehicle is in a slipping state, acquire a to-be-distributed torque when the first wheel is reduced in torque; and distribute the to-be-distributed torque to a second wheel; the second wheel is used to represent a wheel opposite to the first wheel; the first determination module is configured to determine a target difference value of a yaw moment of the vehicle corresponding to the to-be-distributed torque; the second determination module is configured to determine a target steering angle of a rear wheel of the vehicle based on the target difference value of the yaw moment; and the output module is configured to control the rear wheel based on the target steering angle.

[0040] In a third aspect, the present disclosure provides a vehicle including a memory and a processor, the memory is configured to store executable program code, and the processor is configured to call and run the executable program code from the memory, so that the vehicle executes the vehicle control method in the first aspect or any one of the possible implementation manners of the first aspect.

[0041] In a fourth aspect, the present disclosure provides a computer-readable storage medium storing computer program code, when the computer program code is run on a computer, the computer program code causes the computer to execute the vehicle control method in the first aspect or any one of the possible implementation manners of the first aspect.

[0042] In a fifth aspect, the present disclosure provides a computer program product, which includes computer program code, when the computer program code is run on a computer, the computer program code causes the computer to execute the vehicle control method in the first aspect or any one of the possible implementation manners of the first aspect.

[0043] The technical scheme has the following beneficial effects. If the first wheel of the vehicle is detected to be in a slipping state, the to-be-allocated torque when the first wheel is reduced is obtained, and the to-be-allocated torque is allocated to the second wheel opposite to the first wheel. The target difference of the yaw moment corresponding to the to-be-allocated torque is determined, and the target steering angle of the rear wheel of the vehicle is determined based on the target difference of the yaw moment. On the one hand, the to-be-allocated torque is allocated to the second wheel, that is, the torque reduced by the first wheel is transferred to the second wheel, so that the wheel slipping is reduced while ensuring that the vehicle has sufficient power. On the other hand, the target steering angle of the rear wheel is determined through the target difference of the yaw moment corresponding to the to-be-allocated torque, so that the target difference of the yaw moment generated by the torque transfer is offset through the steering of the rear wheel, the direction of the vehicle is prevented from deviating, and the vehicle is ensured to travel in a straight line. Therefore, the vehicle is cooperatively controlled through the torque transfer and the steering of the rear wheel, and the vehicle travels in a straight line at a high speed. Therefore, in the case that the wheels of the vehicle are slipping, the vehicle can be ensured to travel safely and quickly. BRIEF DESCRIPTION OF DRAWINGS

[0044] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and serve to explain the principles of the present disclosure. It is readily apparent to one of ordinary skill in the art that the accompanying drawings shown below are only some embodiments of the present disclosure, and other drawings can be obtained from the accompanying drawings without creative labor.

[0045] FIG. 1 is a scene schematic diagram of a vehicle control method according to an embodiment of the present disclosure;

[0046] FIG. 2 is a schematic flowchart of a vehicle control method according to an embodiment of the present disclosure;

[0047] FIG. 3 is a schematic flowchart of another vehicle control method according to an embodiment of the present disclosure;

[0048] FIG. 4 is a schematic flowchart of still another vehicle control method according to an embodiment of the present disclosure;

[0049] FIG. 5 is a structural schematic diagram of a vehicle control device according to an embodiment of the present disclosure;

[0050] FIG. 6 is a structural schematic diagram of a vehicle according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0051] The technical solutions in the present disclosure will be described clearly and exhaustively in combination with the drawings. In the description of the embodiments of the present disclosure, unless otherwise specified, " / " represents the meaning of or, for example, A / B can represent A or B: "and / or" in the text only describes the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent: A exists alone, A and B exist together, and B exists alone. In addition, in the description of the embodiments of the present disclosure, "multiple" means two or more than two.

[0052] Hereinafter, the terms "first" and "second" are only for descriptive purposes, and cannot be understood as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with "first" and "second" can explicitly or implicitly include one or more features.

[0053] It should be noted that the wheel slip is adjusted by adjusting the rear wheel steering angle or adjusting the output torque of the motor in the vehicle to adjust the attitude of the whole vehicle. However, by adjusting the rear wheel steering angle, only the steering of the vehicle can be controlled, and the wheel slip phenomenon still exists. By adjusting the output torque of the motor, only the occurrence of the wheel slip phenomenon can be reduced, and the straight-line driving of the vehicle cannot be ensured, thereby causing dangerous accidents. Therefore, the present disclosure provides a vehicle control method, a vehicle control device and a vehicle, which can ensure the safe and fast driving of the vehicle in the case of wheel slip.

[0054] FIG. 1 is a schematic diagram of a scene of a vehicle control method provided by an embodiment of the present disclosure.

[0055] For example, as shown in FIG. 1, if it is detected that the first wheel 110 (left rear wheel) of the vehicle 100 is in a slip state, the current allocated torque of the first wheel 110 is reduced to obtain a first allocated torque. The difference between the current allocated torque of the first wheel 110 and the first allocated torque is determined as a to-be-allocated torque, and the target difference value of the yaw moment of the vehicle 100 corresponding to the to-be-allocated torque is determined, so as to determine the target steering angle of the rear wheel in the vehicle 100 through the target difference value of the yaw moment.

[0056] Further, it is determined whether the target steering angle is greater than a preset steering angle. If the target steering angle is less than or equal to the preset steering angle, the sum of the to-be-allocated torque and the current allocated torque of the second wheel (right rear wheel) opposite to the first wheel 110 is determined as a second allocated torque, the first allocated torque is output to the first wheel 110, the second allocated torque is output to the second wheel, and the rear wheel is controlled to rotate to the left side according to the target steering angle.

[0057] If the target steering angle is greater than the preset steering angle, a preset yaw moment difference value corresponding to the preset steering angle is determined, and an updated to-be-distributed torque is determined based on the preset yaw moment difference value; a sum of the updated to-be-distributed torque and a current distribution torque of the second wheel is determined as a third distribution torque, and the first distribution torque is output to the first wheel 110, the third distribution torque is output to the second wheel, and the rear wheel is controlled to rotate to the left side according to the preset steering angle.

[0058] The above technical solution cooperatively controls the vehicle through torque reduction transfer and rear wheel steering, realizes straight-line acceleration driving of the vehicle, and ensures safe and rapid driving of the vehicle in the case of wheel slip of the vehicle.

[0059] For example, the first distribution torque is determined by a historical friction coefficient of the first wheel. Specifically, the historical friction coefficient of the first wheel is obtained, the first distribution torque of the first wheel is determined based on the historical friction coefficient, a tire radius and a tire load, and the first distribution torque is positively correlated with the friction coefficient.

[0060] For example, the target difference value of the yaw moment is determined by a difference between the yaw moment before torque transfer and the yaw moment after torque transfer. Specifically, a first difference value of the yaw moment is determined based on a current distribution torque of the first wheel and a current distribution torque of the second wheel, a second difference value of the yaw moment is determined based on the first distribution torque and a second distribution torque of the second wheel, the second distribution torque represents a sum of the current distribution torque of the second wheel and the to-be-distributed torque, and the target difference value of the yaw moment is determined by a difference between the first difference value of the yaw moment and the second difference value of the yaw moment.

[0061] FIG. 2 is a schematic flowchart of a vehicle control method provided by an embodiment of the present disclosure.

[0062] For example, the method shown in FIG. 2 can be executed by a vehicle controller or a chip of the vehicle.

[0063] For example, as shown in FIG. 2, the method 200 includes the following processes:

[0064] S210, if it is detected that the first wheel of the vehicle is in a slip state, obtaining a to-be-distributed torque when the first wheel reduces torque; and distributing the to-be-distributed torque to the second wheel.

[0065] It should be noted that during the driving of the vehicle, the wheels of the vehicle can slip due to the wet road surface, the separated road surface and the like. In the case that the wheels of the vehicle are in the slipping state, the driving force of the first wheel is reduced by reducing the torque of the first wheel, the reduced torque is increased to the opposite wheel of the first wheel, and the steering angle of the rear tire of the vehicle is determined by the difference between the yaw moment of the vehicle before the torque reduction and the yaw moment of the vehicle after the torque reduction, so as to offset the difference in the yaw moment as much as possible by the steering of the rear tire, and ensure the power of the vehicle while ensuring that the vehicle drives in the original direction.

[0066] For example, during the driving of the vehicle, the slip ratios of the wheels of the vehicle are determined according to the driving parameters of the vehicle, and whether the corresponding wheels slip is determined according to the slip ratios of the wheels. Specifically, the driving speed of the vehicle and the wheel speeds of the wheels of the vehicle are obtained, and the slip ratios of the wheels are determined according to the driving speed of the vehicle and the wheel speeds of the wheels. The expression of the slip ratio can be expressed as follows:

[0067] wherein S represents the slip ratio, U c represents the driving speed of the vehicle, i.e. the speed of the vehicle, U w represents the wheel speed, and the slip ratio of each wheel is determined according to the ratio of the difference between the speed and the wheel speed to the wheel speed.

[0068] Further, the slip ratios of the wheels are compared with the preset slip ratio threshold value to determine whether the slip ratios of the wheels are greater than the preset slip ratio threshold value. In the case that the slip ratio of the wheel is greater than the preset slip ratio threshold value, it is determined that the corresponding wheel is in the slipping state, and the wheel is the first wheel. In the case that the slip ratio of the wheel is less than or equal to the preset slip ratio threshold value, it is determined that the corresponding wheel is in the rolling state.

[0069] In a possible implementation, the preset slip ratio threshold value can be 28%, 30%, 32% and the like, which is not limited herein.

[0070] It should be noted that in the case that the first wheel of the vehicle is detected to be in the slipping state, the driving force of the first wheel is reduced by reducing the current allocated torque of the first wheel, so as to reduce the slip of the first wheel.

[0071] For example, if it is detected that the first wheel of the vehicle is in a slipping state, the current allocated torque of the first wheel is reduced to obtain a first allocated torque, and a difference between the current allocated torque of the first wheel and the first allocated torque is determined as the to-be-allocated torque of the first wheel when the torque is reduced. Specifically, the vehicle updates the friction coefficients of the wheels according to a preset update frequency during driving. If it is detected that the first wheel of the vehicle is in a slipping state, the historical friction coefficient of the first wheel is obtained, and the first allocated torque of the first wheel is determined based on the historical friction coefficient, a tire radius, and a tire load. A difference between the current allocated torque of the first wheel and the first allocated torque is determined as the to-be-allocated torque of the first wheel when the torque is reduced.

[0072] For example, the expression of the first allocated torque can be as follows: T q,max = μ x FRη;

[0073] wherein T q,max represents the first allocated torque (maximum driving torque) of the first wheel, μ x represents the friction coefficient of the first wheel at the previous moment when the first wheel is in a slipping state, F represents the tire load of the first vehicle, R represents the static tire radius of the first wheel, and η represents a torque correction factor. The product of the historical friction coefficient of the first wheel, the static tire radius of the first wheel, the tire load of the first wheel, and the torque correction factor is taken as the first allocated torque of the first wheel. Thus, the to-be-allocated torque is determined through a difference between the current allocated torque of the first wheel and the first allocated torque.

[0074] In a possible implementation, the preset update frequency of the friction coefficients of the wheels during driving of the vehicle can be 10 milliseconds / time, 12 milliseconds / time, or the like, or the friction coefficients of the wheels can be updated in real time, which is not limited herein.

[0075] It can be understood that the wheel slipping is caused by an excessively large motor output torque. The product of the friction coefficient of the first wheel at the previous moment, the static tire radius, the tire load, and the torque correction factor can obtain the maximum driving torque of the first wheel.

[0076] For example, during driving of the vehicle, the friction coefficients of the tires are determined according to the motor output torques corresponding to the tires. Specifically, the driving force of the tire is first determined according to the motor output torque corresponding to the tire and the static tire radius, and the friction coefficient of the tire is determined according to the driving force of the tire and the tire load. The driving force of each tire in the vehicle can be represented as follows:

[0077] wherein F x represents the driving force of the wheel, T em represents the motor output torque of the wheel, and iem represents the transmission ratio, J represents the transmission inertia, A represents the acceleration of the wheel, R x represents the static tire radius of the wheel.

[0078] Further, the expression of the friction coefficient of each tire can be represented as follows:

[0079] wherein, μ represents the friction coefficient, F x represents the driving force of the wheel, F z represents the tire load of the wheel. In the case of determining the driving force and the tire load of each tire, the ratio of the driving force to the tire load of each tire is taken as the friction coefficient of the tire.

[0080] The technical solution described above, by the historical friction coefficient, the tire radius and the tire load of the first wheel, determines the first distribution torque of the first wheel, that is, the maximum driving force corresponding to the historical friction coefficient, so as to determine the to-be-distributed torque by the difference between the current distribution torque of the first wheel and the first distribution torque, which can ensure the accuracy of the to-be-distributed torque, so as to distribute the to-be-distributed torque, which can ensure that the vehicle has sufficient power and ensures the driving speed of the vehicle.

[0081] Exemplarily, in the case of determining the first distribution torque of the first wheel, it can also be determined whether the first distribution torque is a positive value, and in the case that the first distribution torque is a positive value and the gear of the vehicle is a forward gear, by controlling the rear wheel of the vehicle to steer, the target difference of the yaw moment generated by the torque reduction of the first wheel is as much as possible to be offset, so as to realize the straight driving of the vehicle.

[0082] Exemplarily, in the case of determining the to-be-distributed torque when the torque of the first wheel is reduced, the to-be-distributed torque is distributed to the second wheel on the opposite side of the first wheel, that is, the second wheel represents the opposite wheel of the first wheel. Specifically, the sum of the current distribution torque of the second wheel and the to-be-distributed torque is taken as the second distribution torque of the second wheel. In addition, in the case of determining the target steering angle of the rear wheel of the vehicle, it is determined whether the to-be-distributed torque needs to be updated by the target steering angle and the preset steering angle, and in the case that the to-be-distributed torque needs to be updated, the to-be-distributed torque is updated to obtain the updated to-be-distributed torque, and the updated to-be-distributed torque is distributed to the second wheel.

[0083] S220, determining the target difference of the yaw moment corresponding to the to-be-distributed torque of the vehicle.

[0084] For example, a first difference of the yaw moment is determined based on a current distribution torque of the first wheel and a current distribution torque of the second wheel; a second distribution torque is determined as a sum of the current distribution torque of the second wheel and the to-be-distributed torque, and a second difference of the yaw moment is determined based on the first distribution torque of the first wheel and the second distribution torque of the second wheel; and a difference between the first difference of the yaw moment and the second difference of the yaw moment is determined as a target difference of the yaw moment corresponding to the to-be-distributed torque.

[0085] For example, an expression of the target difference of the yaw moment can be represented as follows: yaw T = T1-T2.

[0086] wherein T represents the target difference of the yaw moment, T1 represents the first difference of the yaw moment, and T2 represents the second difference of the yaw moment. yaw

[0087] For example, in a case where the vehicle is a rear-wheel drive vehicle, if the first wheel is a left rear wheel of the vehicle, the second wheel is a right rear wheel of the vehicle, and an expression of the first difference of the yaw moment can be represented as follows:

[0088] wherein T1 represents the first difference of the yaw moment, T represents a current distribution torque of the second wheel, i represents a transmission ratio, T represents a current distribution torque of the first wheel, K represents a left-right wheel track, and R represents a tire radius. R1 em L1 T The first difference of the yaw moment of the vehicle before the torque transfer is determined by the current distribution torque of the first wheel and the current distribution torque of the second wheel.

[0089] Further, an expression of the second difference of the yaw moment can be represented as follows:

[0090] wherein T2 represents the second difference of the yaw moment, i represents a transmission ratio, T represents a first distribution torque of the second wheel, K represents a left-right wheel track, R represents a tire radius, T represents a second distribution torque of the first wheel, and T represents a second distribution torque of the second wheel. em L2 T R2 The second difference of the yaw moment is determined by the first distribution torque of the first wheel after the torque reduction and the second distribution torque of the second wheel after the torque increase.

[0091] ​​​​​​​The technical solution has the advantages that the first difference value of the yaw moment is determined based on the current distribution torque of the first wheel and the current distribution torque of the second wheel, and the second difference value of the yaw moment is determined based on the second distribution torque and the first distribution torque; the target difference value of the yaw moment is determined through the first difference value and the second difference value in the case of ensuring the power of the vehicle, which can improve the accuracy of the difference value of the yaw moment generated before and after the torque transfer, thereby improving the accuracy of the target transfer angle.

[0092] It should be noted that the first distribution torque is obtained by reducing the current distribution torque of the first wheel, and the first distribution torque indicates the current maximum driving force of the first wheel, so that the first distribution torque is output to the first wheel, which can reduce the sliding of the first wheel and improve the driving safety.

[0093] In S230, the target steering angle of the rear wheel of the vehicle is determined based on the target difference value of the yaw moment.

[0094] For example, the target steering angle of the rear wheel of the vehicle is determined based on the target difference value of the yaw moment, so that the steering of the rear wheel can offset the difference value of the yaw moment generated due to the torque transfer, thereby ensuring the stability of the vehicle.

[0095] For example, the total distribution torque of the rear axle motor of the vehicle is obtained, and the target steering angle of the rear wheel is determined based on the total distribution torque and the target difference value. For example, the expression of the target steering angle can be represented as follows:

[0096] Wherein, a represents the target steering angle, T yaw represents the target difference value of the yaw moment, R represents the tire radius, T Re represents the total distribution torque of the rear axle motor, i represents the transmission ratio, K R represents the distance from the rear axle to the center of mass. Thus, the target steering angle of the rear wheel of the vehicle can be determined through the total distribution torque of the rear axle motor of the vehicle, the tire radius, and the target difference value of the yaw moment.

[0097] For example, the steering direction of the target steering angle is the same as the direction of the first wheel. For example, if the first wheel is a left wheel, i.e., the left wheel is in a slipping state, the rear wheel is controlled to steer to the left at the target steering angle; if the first wheel is a right wheel, i.e., the right wheel is in a slipping state, the rear wheel is controlled to steer to the right at the target steering angle.

[0098] For example, in the case where the target steering angle is greater than a preset steering angle, the to-be-distributed torque is updated to obtain an updated to-be-distributed torque, and the updated to-be-distributed torque is distributed to the second wheel.

[0099] In a possible implementation, the preset steering angle can be set to 9°, 10°, 11°, etc., which is not limited herein.

[0100] It can be understood that if the target steering angle is greater than the preset steering angle, the updated to-be-distributed torque is obtained by updating the to-be-distributed torque, and since the updated to-be-distributed torque is less than the to-be-distributed torque, the updated to-be-distributed torque is distributed to the second wheel, so that the driving safety of the vehicle is ensured while ensuring that the vehicle has sufficient power.

[0101] For example, if the target steering angle is greater than the preset steering angle, the preset yaw moment difference value is determined based on the preset steering angle, and the updated to-be-distributed torque is determined based on the preset yaw moment difference value. For example, the expression of the preset yaw moment difference value can be represented as follows:

[0102] wherein T represents the preset yaw moment difference value, β represents the preset steering angle, T Re represents the total distribution torque of the vehicle rear axle motor, i represents the transmission ratio, K R represents the distance from the rear axle to the center of mass, and R represents the tire radius. The preset yaw moment difference value is determined based on the preset steering angle, and the third difference value of the yaw moment, that is, the difference value of the yaw moment after the second tire is increased in torque, is determined based on the difference value between the first difference value and the preset yaw moment difference value, so that the second distribution torque of the second wheel after the torque is increased is determined based on the third difference value of the yaw moment and the first distribution torque of the first wheel.

[0103] The above technical solution, if the target steering angle is greater than the preset steering angle, the preset yaw moment difference value is determined based on the preset steering angle, and the updated to-be-distributed torque is determined based on the preset yaw moment difference value; since the preset steering angle is used to offset the difference value of the yaw moment generated by the torque transfer, the corresponding preset yaw moment difference value is determined based on the preset steering angle, so that the updated to-be-distributed torque can be determined based on the preset yaw moment difference value, and the updated to-be-distributed torque is transferred to the second wheel, so that the power of the vehicle is ensured.

[0104] For example, if the target steering angle is less than or equal to the preset steering angle, the second distribution torque is output to the second wheel, and the second distribution torque is used to represent the sum of the to-be-distributed torque and the current distribution torque of the second wheel; if the target steering angle is greater than the preset steering angle, the third distribution torque is output to the second wheel, and the third distribution torque is used to represent the sum of the updated to-be-distributed torque and the current distribution torque of the second wheel.

[0105] The technical solution has the advantages that if the target steering angle is less than or equal to the preset steering angle, the second distribution torque is output to the second wheel, and the second distribution torque represents the sum of the to-be-distributed torque and the current distribution torque of the second wheel; in the case where the target steering angle is less than or equal to the preset steering angle, the torque of the first wheel can be completely transferred to the second wheel, and the vehicle has sufficient power; if the target steering angle is greater than the preset steering angle, the third distribution torque is output to the second wheel, and the third distribution torque represents the sum of the updated to-be-distributed torque and the current distribution torque of the second wheel; in the case where the target steering angle is greater than the preset steering angle, the maximum torque (the updated to-be-distributed torque) of the first wheel that can be transferred is transferred to the second wheel, so that the power of the vehicle is ensured as much as possible.

[0106] In S240, the rear wheel is controlled based on the target steering angle.

[0107] For example, it is determined whether the target steering angle is greater than the preset steering angle; if the target steering angle is greater than the preset steering angle, the rear wheel is controlled to rotate at the preset steering angle; if the target steering angle is less than or equal to the preset steering angle, the rear wheel is controlled to rotate at the target steering angle.

[0108] For example, the preset steering angle is 10°; if the target steering angle is 12°, the rear wheel is controlled to rotate at 10°; if the target steering angle is 8°, the rear wheel is controlled to rotate at 8°.

[0109] In a possible implementation, the preset steering angle can be set to 9°, 10°, 11°, etc., which is not limited herein.

[0110] It can be understood that the maximum steering angle that can be achieved by the rear wheel steering motor is the preset steering angle; in the case where the target steering angle is greater than the preset steering angle, the rear wheel of the vehicle is controlled to steer at the preset steering angle, so that the rear wheel can resist the change in the vehicle posture caused by torque transfer as much as possible; in the case where the target steering angle is less than or equal to the preset steering angle, the rear wheel of the vehicle is controlled to steer at the target steering angle, so that the change in the vehicle posture caused by torque transfer can be completely resisted, thereby improving the stability of the vehicle.

[0111] The technical solution has the advantages that if the target steering angle is greater than the preset steering angle, the rear wheel is controlled to rotate at the preset steering angle; if the target steering angle is less than or equal to the preset steering angle, the rear wheel is controlled to rotate at the target steering angle, so that the change in the vehicle posture caused by torque transfer can be resisted as much as possible by controlling the steering of the rear wheel, and the stability of the vehicle is improved.

[0112] For example, if the target steering angle is less than or equal to the preset steering angle, the sum of the to-be-distributed torque and the current distribution torque of the second wheel is determined as the second distribution torque, the first distribution torque is output to the first wheel, the second distribution torque is output to the second wheel, and the rear wheel is controlled to rotate at the target steering angle; if the target steering angle is greater than the preset steering angle, a preset yaw moment difference value corresponding to the preset steering angle is determined, and an updated to-be-distributed torque is determined based on the preset yaw moment difference value; the sum of the updated to-be-distributed torque and the current distribution torque of the second wheel is determined as the third distribution torque, the first distribution torque is output to the first wheel, the third distribution torque is output to the second wheel, and the rear wheel is controlled to rotate at the preset steering angle. Thus, the vehicle is cooperatively controlled through torque reduction and transfer and rear wheel steering, the rear wheel is controlled to steer to offset the attitude change caused by torque transfer, and thus the stability of the vehicle is ensured while the power of the vehicle is ensured.

[0113] The above technical solution, if the first wheel of the vehicle is detected to be in a slipping state, acquires a to-be-distributed torque when the first wheel reduces torque; and distributes the to-be-distributed torque to the second wheel on the opposite side of the first wheel, determines a target difference value of a yaw moment of the vehicle corresponding to the to-be-distributed torque, and determines a target steering angle of the rear wheel of the vehicle based on the target difference value of the yaw moment. On the one hand, the to-be-distributed torque is distributed to the second wheel, i.e., the torque reduced by the first wheel is transferred to the second wheel, so as to reduce wheel slipping while ensuring that the vehicle has sufficient power. On the other hand, the target steering angle of the rear wheel is determined based on the target difference value of the yaw moment corresponding to the to-be-distributed torque, so as to control the rear wheel to steer to offset the target difference value of the yaw moment caused by torque transfer, avoid the vehicle from deviating from the straight line, and ensure that the vehicle travels in a straight line. Thus, the vehicle is cooperatively controlled through torque reduction and transfer and rear wheel steering, and the vehicle travels in a straight line at a high speed. Therefore, in the case that the wheels of the vehicle are slipping, the vehicle can travel safely and quickly.

[0114] FIG. 3 is a schematic flowchart of another vehicle control method provided by the embodiments of the present disclosure.

[0115] For example, the method shown in FIG. 3 can be executed by a vehicle controller or a chip in the vehicle.

[0116] For example, as shown in FIG. 3, the method 300 includes the following processes:

[0117] S310, reducing the current distribution torque of the first wheel to obtain a first distribution torque.

[0118] For example, when the rear-wheel drive vehicle accelerates and travels straight on a separated road surface with low adhesion on the left side and high adhesion on the right side, due to the difference in the friction coefficients of the two sides of the road surface, the grip of the tires on the two sides will be inconsistent, and the risk of wheel slip may occur. By monitoring the slip rates of the wheels in the vehicle in real time, if the slip rate of the first wheel (the left wheel) in the vehicle is greater than a preset slip rate, it is determined that the first wheel is in a slip state, and the torque of the first wheel is reduced, and the reduced torque of the first wheel is transferred to the second wheel (the right wheel) opposite to the first wheel, to obtain a first distribution torque.

[0119] Specifically, if it is detected that the first wheel of the vehicle is in a slip state, the friction coefficient of the first wheel at a previous time is obtained, and based on the friction coefficient at the previous time, the tire radius and the tire load, a first distribution torque is determined, and the first distribution torque is positively correlated with the friction coefficient.

[0120] S320, based on a target difference value between a first difference value of the yaw moment of the vehicle and a second difference value of the yaw moment, determining a target steering angle of the rear wheel.

[0121] For example, the first difference value of the yaw moment represents the difference in the yaw moment corresponding to the current distribution torque of the first wheel and the current distribution torque of the second wheel, the second difference value of the yaw moment represents the difference in the yaw moment corresponding to the first distribution torque of the first wheel and the second distribution torque of the second wheel, and the second distribution torque represents the torque of the first vehicle being reduced and transferred to the second wheel, i.e., the difference between the current distribution torque of the first wheel and the first distribution torque is determined as the to-be-distributed torque, and the sum of the to-be-distributed torque and the current distribution torque of the second wheel is determined as the second distribution torque.

[0122] Further, the difference between the first difference value of the yaw moment and the second difference value of the yaw moment is determined as the target difference value of the yaw moment.

[0123] S330, based on the target difference value of the yaw moment, determining a rear wheel steering angle of the rear wheel.

[0124] For example, based on the target difference value of the yaw moment, a target steering angle of the rear wheel in the vehicle is determined. Specifically, the total distribution torque of the rear axle motor in the vehicle is obtained, and based on the total distribution torque of the rear axle motor and the target difference value of the yaw moment, the target steering angle of the rear wheel is determined.

[0125] Further, it is determined whether the target steering angle of the rear wheel is greater than a preset steering angle of the rear wheel, if the target steering angle is greater than the preset steering angle, the preset steering angle is determined as the rear wheel steering angle, and if the target steering angle is less than or equal to the preset steering angle, the target steering angle is determined as the rear wheel steering angle.

[0126] S340, based on the rear wheel steering angle, increasing the current distribution torque of the second wheel to obtain a target distribution torque.

[0127] For example, based on the rear wheel steering angle and the preset steering angle, the target distribution torque of the second wheel is determined. Specifically, if the rear wheel steering angle is equal to the preset steering angle, the to-be-distributed torque is updated based on the preset steering angle to obtain an updated to-be-distributed torque, and the sum of the updated to-be-distributed torque and the current distribution torque of the second wheel is determined as the target distribution torque of the second wheel; if the rear wheel steering angle is less than the preset steering angle, the sum of the to-be-distributed torque and the current distribution torque of the second wheel is determined as the target distribution torque of the second wheel.

[0128] S350, outputting the first distribution torque to the first wheel, outputting the target distribution torque to the second wheel, and controlling the rear wheel based on the rear wheel steering angle.

[0129] For example, after determining the second distribution torque of the first wheel after torque reduction and the target distribution torque of the second wheel after torque increase, outputting the first distribution torque to the first wheel, outputting the target distribution torque to the second wheel, and controlling the rear wheel to turn left based on the rear wheel steering angle can transfer the torque of the first wheel to the second wheel, ensure that the vehicle has sufficient power, and offset the change in the attitude of the vehicle caused by torque transfer through the rear wheel steering angle, thereby achieving the adjustment of the attitude of the vehicle, ensuring the power of the vehicle, and ensuring the stability of the vehicle.

[0130] The above technical solution, if the first wheel of the vehicle is detected to be in a slipping state, acquires the to-be-distributed torque when the first wheel is reduced in torque; and distributes the to-be-distributed torque to the second wheel on the opposite side of the first wheel, determines a target difference value of the yaw moment corresponding to the to-be-distributed torque, and determines a target steering angle of the rear wheel of the vehicle based on the target difference value of the yaw moment; on the one hand, by distributing the to-be-distributed torque to the second wheel, the torque reduced by the first wheel is transferred to the second wheel, thereby reducing the wheel slip while ensuring that the vehicle has sufficient power; on the other hand, by the target difference value of the yaw moment corresponding to the to-be-distributed torque, the target steering angle of the rear wheel is determined, so as to offset the target difference value of the yaw moment caused by torque transfer through the steering of the rear wheel, thereby avoiding the deviation of the vehicle direction and ensuring the straight-line driving of the vehicle; thereby, the vehicle is cooperatively controlled through torque transfer and rear wheel steering, and the straight-line acceleration driving of the vehicle is realized; thus, in the case of wheel slip in the vehicle, the safe and fast driving of the vehicle can be ensured.

[0131] FIG. 4 is a schematic flowchart of another vehicle control method provided by the embodiments of the present disclosure.

[0132] For example, the method shown in FIG. 4 can be executed by a vehicle controller or a chip in the vehicle.

[0133] Exemplarily, as shown in FIG. 4, the method 400 comprises the following processes:

[0134] S401, if it is detected that the first wheel of the vehicle is in a slipping state, reducing the current distribution torque of the first wheel to obtain a first distribution torque.

[0135] Exemplarily, during the driving of the vehicle, the slip ratios of the wheels of the vehicle can be determined according to the driving parameters of the vehicle, and whether the corresponding wheel is in a slipping state can be determined through the slip ratios of the wheels. Specifically, the driving speed of the vehicle and the wheel speeds of the wheels of the vehicle are obtained, and the slip ratios of the wheels are determined according to the driving speed of the vehicle and the wheel speeds of the wheels.

[0136] Further, the slip ratios of the wheels are compared with a preset slip ratio threshold value to determine whether the slip ratios of the wheels are greater than the preset slip ratio threshold value, and in the case that the slip ratio of a wheel is greater than the preset slip ratio threshold value, it is determined that the corresponding wheel is in a slipping state. If it is detected that there is a wheel in a slipping state in the vehicle, the wheel is the first wheel, i.e., the first wheel is in a slipping state.

[0137] In a possible implementation manner, the preset slip ratio threshold value can be 28%, 30%, 32%, etc., which is not limited herein.

[0138] It should be noted that, in the case that it is detected that the first wheel of the vehicle is in a slipping state, the driving force of the first wheel can be reduced by reducing the current distribution torque of the first wheel, so as to reduce the slip of the first wheel.

[0139] Exemplarily, the friction coefficients of the wheels of the vehicle are updated according to a preset update frequency during the driving of the vehicle, if it is detected that the first wheel of the vehicle is in a slipping state, the friction coefficient of the first wheel at the last time is obtained, and the first distribution torque is determined based on the historical friction coefficient, the static tire radius and the tire load, the first distribution torque is positively correlated with the friction coefficient, so as to reduce the distribution torque of the first wheel.

[0140] In a possible implementation manner, the determination manner of the friction coefficients of the wheels of the vehicle can refer to the manners in the foregoing disclosed embodiments, which will not be described herein again.

[0141] S402, determining a first difference value of the yaw moment based on the current distribution torque of the first wheel and the current distribution torque of the second wheel.

[0142] Exemplarily, based on the current distribution torque of the first wheel and the current distribution torque of the second wheel on the opposite side of the first wheel, the first difference value of the yaw moment of the vehicle before and after the torque transfer of the current distribution torque of the first wheel is determined.

[0143] In a possible implementation manner, the first difference value of the yaw moment can be determined in the manner of the foregoing disclosed embodiments, which will not be described herein again.

[0144] S403, a difference value between the current distribution torque of the first wheel and the first distribution torque is determined as the to-be-distributed torque.

[0145] For example, the current distribution torque of the first wheel is T1, the first distribution torque of the first wheel is T2, and the to-be-distributed torque is T1-T2.

[0146] S404, a second difference value of the yaw moment is determined based on the to-be-distributed torque, the current distribution torque of the second wheel and the first distribution torque.

[0147] For example, a sum of the to-be-distributed torque and the current distribution torque of the second wheel is determined as the second distribution torque of the second wheel, and the second difference value of the yaw moment is determined by the first distribution torque of the first wheel and the second distribution torque of the second wheel.

[0148] In a possible implementation manner, the second difference value of the yaw moment can be determined in the manner of the foregoing disclosed embodiments, which will not be described herein again.

[0149] S405, a target difference value of the yaw moment is determined based on the first difference value of the yaw moment and the second difference value of the yaw moment.

[0150] For example, the target difference value of the yaw moment is a difference value between the first difference value of the yaw moment of the current distribution torque of the first wheel and the current distribution torque of the second wheel and the second difference value of the yaw moment of the first distribution torque of the first wheel and the second distribution torque of the second wheel.

[0151] S406, a target steering angle of the rear wheel is determined based on the target difference value.

[0152] For example, a total distribution torque of a rear axle motor in the vehicle is obtained, and the target steering angle of the rear wheel is determined based on the total distribution torque and the target difference value.

[0153] In a possible implementation manner, the target steering angle can be determined in the manner of the foregoing disclosed embodiments, which will not be described herein again.

[0154] S407, it is determined whether the target steering angle is greater than a preset steering angle; if not, S408 is performed; if yes, S409 is performed.

[0155] For example, since the preset steering angle is a maximum steering angle that can be reached by the rear wheel steering motor, the size relationship between the target steering angle and the preset steering angle is determined, so as to determine the rear wheel steering angle of the rear wheel, that is, the actual angle of controlling the rear wheel steering.

[0156] S408, determining the target steering angle as the rear wheel steering angle, and determining the second distribution torque as the sum of the current distribution torque of the second wheel and the to-be-distributed torque.

[0157] For example, if the target steering angle is less than or equal to the preset steering angle, the target steering angle is determined as the rear wheel steering angle. For example, the preset steering angle is 10°, and if the target steering angle is 8°, the rear wheel steering angle is 8°.

[0158] In addition, if the target steering angle is less than or equal to the preset steering angle, it indicates that the yaw moment difference generated by the torque transfer can be offset by the rear wheel steering, so that the torque reduced by the first wheel is all increased to the second wheel, and the sum of the current distribution torque of the second wheel and the to-be-distributed torque is determined as the second distribution torque.

[0159] S409, outputting the first distribution torque to the first wheel, outputting the second distribution torque to the second wheel, and controlling the rear wheel based on the rear wheel steering angle.

[0160] For example, if the target steering angle is less than or equal to the preset steering angle, the sum of the to-be-distributed torque and the current distribution torque of the second wheel is determined as the second distribution torque, the first distribution torque is output to the first wheel, the second distribution torque is output to the second wheel, and the rear wheel is controlled to turn to the first wheel side according to the rear wheel steering angle.

[0161] S410, determining the preset steering angle as the rear wheel steering angle, and updating the to-be-distributed torque to obtain an updated to-be-distributed torque.

[0162] For example, if the target steering angle is greater than the preset steering angle, the preset steering angle is determined as the rear wheel steering angle. For example, the preset steering angle is 10°, and if the target steering angle is 12°, the rear wheel steering angle is 10°.

[0163] For example, the to-be-distributed torque is updated to obtain an updated to-be-distributed torque. Specifically, based on the preset steering angle, a preset yaw moment difference is determined, a difference between the first difference value and the preset yaw moment difference is determined as a third difference value of the yaw moment, i.e., a difference value of the yaw moment after the second tire is increased in torque, so that the second distribution torque after the second wheel is increased in torque is determined by the third difference value of the yaw moment and the first distribution torque of the first wheel.

[0164] S411, determining the third distribution torque as the sum of the current request torque of the second wheel and the updated to-be-distributed torque.

[0165] For example, if the target steering angle is greater than the preset steering angle, it is determined that the lateral moment difference generated by the torque transfer can be offset by the rear wheel steering, and the updated to-be-distributed torque is determined by the rear wheel steering angle. The sum of the current requested torque of the second wheel and the updated to-be-distributed torque is determined as the third distribution torque.

[0166] S412, outputting the first distribution torque to the first wheel, outputting the third distribution torque to the second wheel, and controlling the rear wheel based on the rear wheel steering angle.

[0167] For example, if the target steering angle is greater than the preset steering angle, the preset lateral moment difference corresponding to the preset steering angle is determined, and the updated to-be-distributed torque is determined based on the preset lateral moment difference. The sum of the updated to-be-distributed torque and the current distribution torque of the second wheel is determined as the third distribution torque, and the first distribution torque is output to the first wheel, the third distribution torque is output to the second wheel, and the rear wheel is controlled to rotate to the first wheel side according to the rear wheel steering angle.

[0168] The above technical solution, if the first wheel of the vehicle is detected to be in a slipping state, the to-be-distributed torque when the first wheel is reduced is obtained; and the to-be-distributed torque is distributed to the second wheel opposite to the first wheel, a target difference of a lateral moment of the vehicle corresponding to the to-be-distributed torque is determined, and a target steering angle of the rear wheel of the vehicle is determined based on the target difference of the lateral moment. On the one hand, by distributing the to-be-distributed torque to the second wheel, the torque reduced from the first wheel is transferred to the second wheel, which reduces the wheel slip while ensuring that the vehicle has sufficient power. On the other hand, by the target difference of the lateral moment corresponding to the to-be-distributed torque, the target steering angle of the rear wheel is determined, so that the target difference of the lateral moment generated by the torque transfer is offset by the rear wheel steering, thereby avoiding the deviation of the vehicle direction and ensuring the straight-line driving of the vehicle. Thus, by torque reduction and transfer and rear wheel steering, the vehicle is cooperatively controlled to achieve straight-line acceleration driving. Therefore, in the case of wheel slip in the vehicle, the vehicle can be ensured to drive safely and quickly.

[0169] It should be understood that the above examples are intended to help those skilled in the art understand the embodiments of the present disclosure, and are not intended to limit the embodiments of the present disclosure to the specific values or specific scenarios illustrated. Those skilled in the art can obviously make various equivalent modifications or changes based on the above examples, and such modifications or changes also fall within the scope of the embodiments of the present disclosure.

[0170] The vehicle control method provided by the embodiments of the present disclosure is described in detail above in combination with FIGS. 1 to 4; the device embodiments of the present disclosure will be described in detail below in combination with FIGS. 5 and 6. It should be understood that the device in the embodiments of the present disclosure can perform various methods of the foregoing embodiments of the present disclosure, that is, the specific working processes of the following various products can refer to the corresponding processes in the foregoing method embodiments.

[0171] FIG. 5 is a structural schematic diagram of a vehicle control device provided by an embodiment of the present disclosure.

[0172] As an example, as shown in FIG. 5, the vehicle control device 500 includes:

[0173] The detection module 510 is configured to, if it is detected that the first wheel of the vehicle is in a slipping state, obtain a to-be-distributed torque when the first wheel is reduced in torque, and distribute the to-be-distributed torque to a second wheel; wherein the second wheel is used to represent a wheel opposite to the first wheel.

[0174] The first determination module 520 is configured to determine a target difference value of a yaw moment corresponding to the to-be-distributed torque.

[0175] The second determination module 530 is configured to determine a target steering angle of a rear wheel of the vehicle based on the target difference value of the yaw moment.

[0176] The control module 540 is configured to control the rear wheel based on the target steering angle.

[0177] In a possible implementation, the control module 540 is specifically configured to:

[0178] determine whether the target steering angle is greater than a preset steering angle; if the target steering angle is greater than the preset steering angle, control the rear wheel to rotate according to the preset steering angle; and if the target steering angle is less than or equal to the preset steering angle, control the rear wheel to rotate according to the target steering angle.

[0179] In a possible implementation, the vehicle control device includes an updating module, and the updating module is specifically configured to:

[0180] update the to-be-distributed torque to obtain an updated to-be-distributed torque.

[0181] The detection module 510 is specifically configured to:

[0182] distribute the updated to-be-distributed torque to the second wheel.

[0183] In a possible implementation, the updating module is specifically configured to:

[0184] determine a preset yaw moment difference value corresponding to the preset steering angle based on the preset steering angle, and determine the updated to-be-distributed torque based on the preset yaw moment difference value.

[0185] In a possible implementation, the updating module is further configured to:

[0186] Obtain total distribution torque of a rear axle motor in a vehicle, transmission ratio, distance from a rear axle of the vehicle to a center of mass, and tire radius; determine a preset yaw moment difference value based on the total distribution torque, the transmission ratio, the distance from the rear axle of the vehicle to the center of mass, the tire radius, and a preset steering angle, the total distribution torque, the transmission ratio, the distance from the rear axle of the vehicle to the center of mass, and the preset steering angle are positively correlated with the preset yaw moment difference value, and the tire radius is negatively correlated with the preset yaw moment difference value.

[0187] In a possible implementation, the updating module is specifically configured to:

[0188] If the target steering angle is less than or equal to the preset steering angle, output a second distribution torque to the second wheel, wherein the second distribution torque is used to represent a sum of the to-be-distributed torque and a current distribution torque of the second wheel; if the target steering angle is greater than the preset steering angle, output a third distribution torque to the second wheel, wherein the third distribution torque is used to represent a sum of the updated to-be-distributed torque and the current distribution torque of the second wheel.

[0189] In a possible implementation, the detecting module 510 is specifically configured to:

[0190] Obtain a historical friction coefficient of the first wheel; determine a first distribution torque of the first wheel based on the historical friction coefficient, a tire radius, and a tire load, wherein the first distribution torque is positively correlated with the friction coefficient; and determine a difference between the current distribution torque of the first wheel and the first distribution torque as the to-be-distributed torque.

[0191] In a possible implementation, the first determining module 520 is specifically configured to:

[0192] Determine a first difference value of the yaw moment based on the current distribution torque of the first wheel and the current distribution torque of the second wheel; determine a second difference value of the yaw moment based on the first distribution torque and a second distribution torque of the second wheel, wherein the second distribution torque is used to represent a sum of the current distribution torque of the second wheel and the to-be-distributed torque; and determine a target difference value as a difference between the first difference value and the second difference value.

[0193] In a possible implementation, the first determining module 520 is specifically configured to:

[0194] Determine a difference between the current distribution torque of the second wheel and the current distribution torque of the first wheel as a torque difference value; and determine a first difference value of the yaw moment based on the torque difference value, a wheel track of the vehicle, the transmission ratio, and the tire radius, wherein the torque difference value, the wheel track of the vehicle, and the transmission ratio are positively correlated with the first difference value of the yaw moment, and the tire radius is negatively correlated with the first difference value of the yaw moment.

[0195] In a possible implementation, the vehicle control apparatus 500 further includes an output module, which is specifically configured to:

[0196] outputting the first distribution torque to the first wheel.

[0197] In a possible implementation, the second determining module 530 is specifically configured to:

[0198] obtaining a target steering angle based on the target difference of the yaw moment, the total distribution torque of the vehicle rear axle motor, the transmission ratio, the distance from the vehicle rear axle to the center of mass, and the tire radius; wherein the target difference, the tire radius, and the target steering angle are positively correlated, and the total distribution torque of the vehicle rear axle motor, the transmission ratio, and the distance from the vehicle rear axle to the center of mass are negatively correlated with the target steering angle.

[0199] In a possible implementation, the steering direction of the target steering angle is the same as the direction of the first wheel.

[0200] In a possible implementation, the detecting module 510 is specifically configured to:

[0201] obtaining the slip ratio of each wheel in the vehicle; determining whether there is a wheel in a slipping state in the vehicle based on the slip ratio of each wheel and a preset slip ratio threshold; and determining the wheel in the slipping state as the first wheel.

[0202] It should be noted that the vehicle control device 500 is embodied in the form of a functional unit. The term "module" herein can be implemented in the form of software and / or hardware, and no specific limitation is made.

[0203] For example, the "module" can be a software program, a hardware circuit, or a combination of both, which implements the above functions. The hardware circuit can include an application specific integrated circuit (ASIC), an electronic circuit, a processor (such as a shared processor, a dedicated processor, or a group processor) and a memory for executing one or more software or firmware programs, a combination logic circuit, and / or other suitable components that support the described functions.

[0204] Therefore, the units of each example described in the embodiments of the present disclosure can be implemented in an electronic hardware or a combination of computer software and electronic hardware. Whether the functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. A person skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present disclosure.

[0205] FIG. 6 is a structural schematic diagram of a vehicle according to an embodiment of the present disclosure.

[0206] For example, the vehicle 600 represents the same vehicle as the vehicle 100 in FIG. 1.

[0207] As shown in FIG. 6, the vehicle 600 includes a memory 610 and a processor 620, wherein the memory 610 stores executable program code 630, and the processor 620 is configured to invoke and execute the executable program code 630 to perform a vehicle control method.

[0208] As an example, the memory 610 can be configured to store a program related to the vehicle control method provided in the embodiments of the present disclosure; the processor 620 can invoke the program related to the vehicle control method stored in the memory 610 to execute the vehicle control method of the embodiments of the present disclosure; for example, if it is detected that the first wheel of the vehicle is in a slipping state, the to-be-allocated torque at the time of the first wheel torque reduction is obtained; and the to-be-allocated torque is allocated to the second wheel; wherein the second wheel is used to represent the opposite wheel of the first wheel; the target difference value of the yaw moment corresponding to the to-be-allocated torque is determined; the target steering angle of the rear wheel of the vehicle is determined based on the target difference value of the yaw moment; and the rear wheel is controlled based on the target steering angle.

[0209] The present embodiment can divide the device into functional modules according to the above method examples, for example, each functional module can be provided, or two or more functions can be integrated into one processing module, and the integrated module can be implemented in the form of hardware. It should be noted that the division of modules in the present embodiment is illustrative, and is only a logical functional division. In actual implementation, another division mode can be used.

[0210] In the case of dividing each functional module according to each function, the device can further include a detection module, a first determination module, a second determination module, and a control module, etc. It should be noted that all related contents of each step involved in the above method embodiments can be referred to the function description of the corresponding functional module, which will not be repeated here.

[0211] It should be understood that the device provided in the present embodiment is used to execute the above-mentioned vehicle control method, and thus the same effect as the above-mentioned implementation method can be achieved.

[0212] In the case of using an integrated unit, the device can include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the actions of the vehicle. The storage module can be used to support the vehicle to execute related program codes, etc.

[0213] The processing module can be a processor or a controller, which can implement or execute various exemplary logical blocks, modules, and circuits shown in conjunction with the disclosed content of the present disclosure. The processor can also be a combination of implementing computing functions, such as including one or more microprocessor combinations, a combination of digital signal processing (DSP) and microprocessor, etc. The storage module can be a memory.

[0214] In addition, the device provided by the embodiments of the present disclosure can be a chip, a component, or a module, which can include a processor and a memory connected thereto. The memory is configured to store instructions, and when the processor invokes and executes the instructions, the chip can execute the vehicle control method provided by the above embodiments.

[0215] The present disclosure also provides a computer-readable storage medium having computer program codes stored therein, which, when executed on a computer, causes the computer to perform the above-mentioned related method steps to implement the vehicle control method provided by the above embodiments. The computer-readable storage medium can include, but is not limited to, any type of disk, including a floppy disk, an optical disk, a Digital Video Disc (DVD), a Compact Disc Read-Only Memory (CD-ROM), a microdrive, and a magneto-optical disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), an Erasable Programmable Read-Only Memory (EPROM), an Electrically Erasable Programmable Read-Only Memory (EEPROM), a Dynamic Random Access Memory (DRAM), a Video Random Access Memory (VRAM), a flash memory device, a magnetic or optical card, a nanosystem (including a molecular memory IC), or any type of medium or device suitable for storing instructions and / or data.

[0216] The present disclosure also provides a computer program product, which, when executed on a computer, causes the computer to perform the above-mentioned related steps to implement the vehicle control method provided by the above embodiments.

[0217] The vehicle, the computer readable storage medium, the computer program product or the chip provided by the present disclosure are all used for executing the corresponding method provided above, so the beneficial effects achieved thereby can refer to the beneficial effects of the corresponding method provided above, which will not be repeated here.

[0218] Through the description of the above embodiments, those skilled in the art can understand that, for the convenience and brevity of description, only the division of the above functional modules is taken as an example, and in actual application, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0219] In the embodiments provided by the present disclosure, it should be understood that the disclosed device and method can be implemented in other ways. For example, the device embodiments described above are only schematic. The division of the modules or units is only a logical function division, and there can be another division manner in actual implementation. For example, a plurality of units or components can be combined or integrated into another device, or some features can be ignored or not executed. In addition, the displayed or discussed mutual couplings or direct couplings or communication connections between different units, can be indirect couplings or communication connections through some interfaces, devices or units, and can be electrical, mechanical or in other forms.

[0220] The above is only a specific implementation of the present disclosure, but the protection scope of the present disclosure is not limited thereto. Any person skilled in the art can easily think of changes or replacements within the technical range disclosed by the present disclosure, which should be covered by the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure should be subject to the protection scope of the claims.

Claims

1. A vehicle control method in which, The method comprises: if a first wheel of a vehicle is detected to be in a slipping state, obtaining a to-be-allocated torque of the first wheel when the torque of the first wheel is reduced; and allocating the to-be-allocated torque to a second wheel; wherein the second wheel is used to represent a wheel opposite to the first wheel; determining a target difference value of a yaw moment corresponding to the to-be-allocated torque; determining a target steering angle of a rear wheel of the vehicle based on the target difference value of the yaw moment; controlling the rear wheel based on the target steering angle.

2. The method of claim 1, wherein, The controlling the rear wheel based on the target steering angle comprises: determining whether the target steering angle is greater than a preset steering angle; if the target steering angle is greater than the preset steering angle, controlling the rear wheel to rotate according to the preset steering angle; if the target steering angle is less than or equal to the preset steering angle, controlling the rear wheel to rotate according to the target steering angle.

3. The method of claim 1 or 2, wherein, if the target steering angle is greater than the preset steering angle, the method further comprises: updating the to-be-allocated torque to obtain an updated to-be-allocated torque; The allocating the to-be-allocated torque to the second wheel comprises: allocating the updated to-be-allocated torque to the second wheel.

4. The method of claim 3, wherein, The updating the to-be-allocated torque to obtain an updated to-be-allocated torque comprises: determining a preset yaw moment difference value corresponding to the preset steering angle based on the preset steering angle; determining the updated to-be-allocated torque based on the preset yaw moment difference value.

5. The method of claim 4, wherein, The method further comprises: obtaining a total allocated torque of a rear axle motor of the vehicle, a transmission ratio, a distance from a rear axle of the vehicle to a center of mass, and a tire radius; The determining the preset yaw moment difference value corresponding to the preset steering angle based on the preset steering angle comprises: determining the preset yaw moment difference value based on the total allocated torque, the transmission ratio, the distance from the rear axle of the vehicle to the center of mass, the tire radius, and the preset steering angle, wherein the total allocated torque, the transmission ratio, the distance from the rear axle of the vehicle to the center of mass, and the preset steering angle are positively correlated with the preset yaw moment difference value, and the tire radius is negatively correlated with the preset yaw moment difference value.

6. The method of any one of claims 3 to 5, wherein, The method further comprises: if the target steering angle is less than or equal to the preset steering angle, outputting a second allocated torque to the second wheel; wherein the second allocated torque represents a sum of the to-be-allocated torque and a current allocated torque of the second wheel; if the target steering angle is greater than the preset steering angle, outputting a third allocated torque to the second wheel; wherein the third allocated torque represents a sum of the updated to-be-allocated torque and the current allocated torque of the second wheel.

7. The method of any one of claims 1 to 6, wherein, The obtaining the to-be-allocated torque when the torque of the first wheel is reduced comprises: obtaining a historical friction coefficient of the first wheel; determining a first allocated torque of the first wheel based on the historical friction coefficient, a tire radius, and a tire load; wherein the first allocated torque is positively correlated with the friction coefficient; determining a difference between a current allocated torque of the first wheel and the first allocated torque as the to-be-allocated torque.

8. The method of claim 7, wherein, The determining the target difference value of the yaw moment corresponding to the to-be-allocated torque comprises: determining a first difference value of the yaw moment based on the current allocated torque of the first wheel and the current allocated torque of the second wheel; determining a second difference value of the yaw moment based on the first allocated torque and a second allocated torque of the second wheel, wherein the second allocated torque is used to represent a sum of the current allocated torque of the second wheel and the to-be-allocated torque; determining the target difference value as a difference value between the first difference value and the second difference value.

9. The method of claim 8, wherein, The determining the first difference value of the yaw moment based on the current allocated torque of the first wheel and the current allocated torque of the second wheel comprises: determining a torque difference value as a difference value between the current allocated torque of the second wheel and the current allocated torque of the first wheel; determining the first difference value of the yaw moment based on the torque difference value, a wheelbase of the vehicle, a transmission ratio and a tire radius, wherein the torque difference value, the wheelbase of the vehicle and the transmission ratio are positively correlated with the first difference value of the yaw moment, and the tire radius is negatively correlated with the first difference value of the yaw moment.

10. The method of any one of claims 7 to 9, wherein, The method further comprises: outputting the first allocated torque to the first wheel.

11. The method of any one of claims 1 to 10, wherein, The determining the target steering angle of the rear wheel of the vehicle based on the target difference value of the yaw moment comprises: obtaining the target steering angle based on the target difference value of the yaw moment, a total allocated torque of a rear axle motor of the vehicle, a transmission ratio, a distance from a rear axle of the vehicle to a center of mass and a tire radius, wherein the target difference value, the tire radius are positively correlated with the target steering angle, and the total allocated torque of the rear axle motor of the vehicle, the transmission ratio and the distance from the rear axle of the vehicle to the center of mass are negatively correlated with the target steering angle. A steering direction of the target steering angle is the same as a direction of the first wheel.

12. The method of any one of claims 1 to 11, wherein, The detecting that the first wheel of the vehicle is in a slipping state comprises:

13. The method of any one of claims 1 to 12, wherein, obtaining a slip ratio of each wheel of the vehicle; determining whether there is a wheel in a slipping state in the vehicle based on the slip ratio of each wheel and a preset slip ratio threshold; if there is a wheel in a slipping state, determining the wheel as the first wheel. The apparatus comprises:

14. A vehicle control device, wherein, a detection module, configured to: if it is detected that a first wheel of a vehicle is in a slipping state, obtain a to-be-allocated torque when the first wheel is reduced in torque; and allocate the to-be-allocated torque to a second wheel, wherein the second wheel is used to represent a wheel opposite to the first wheel; a first determination module, configured to determine a target difference value of a yaw moment corresponding to the to-be-allocated torque; a second determination module, configured to determine a target steering angle of a rear wheel of the vehicle based on the target difference value of the yaw moment; a control module, configured to control the rear wheel based on the target steering angle. The vehicle comprises:

15. A vehicle, wherein, a memory, configured to store executable program code; a processor, configured to call and run the executable program code from the memory, so that the vehicle executes the vehicle control method according to any one of claims 1 to 13. ​

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