Vehicle movement control method and apparatus, and storage medium

Abstract

Disclosed are a vehicle movement control method and apparatus, and a storage medium, relating to the technical field of vehicle control. The vehicle movement control method comprises: in response to a vehicle movement instruction, controlling a suspension system (240) of a vehicle (100) to apply an actuating force to wheels (130) to assist the vehicle in moving, the actuating force being obtained on the basis of a vehicle movement instruction. By means of the method, a suspension system is used to assisting the vehicle in implementing actions of the vehicle such as lateral movement, longitudinal movement, and rotation about the center of mass, thereby changing the relatively limited movement control mode, and improving the motion performance of vehicles.

Description

Vehicle movement control methods, devices and storage media

[0001] This application claims priority to Chinese patent application No. 202411434805.7, filed on October 14, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to the field of vehicle control technology, and in particular to a vehicle movement control method, device and storage medium. Background Technology

[0003] With the increasing prevalence of vehicles in daily life, vehicles are often equipped with lateral movement functions to allow drivers to control the vehicle to move laterally in situations where roads are narrow or parking spaces are limited. Summary of the Invention

[0004] This disclosure provides a vehicle movement control method, device, and storage medium.

[0005] In a first aspect, this disclosure provides a vehicle movement control method, the method comprising: in response to a vehicle movement command, controlling the vehicle's suspension system to apply force to the wheels to assist vehicle movement.

[0006] The power source is obtained based on the vehicle's movement instructions.

[0007] In some embodiments, vehicle movement commands are determined based on steering commands, drive commands, and power commands.

[0008] In some embodiments, in response to a vehicle movement command, controlling the vehicle's suspension system to apply force to the wheels to assist vehicle movement includes: determining target motion parameters of the vehicle based on the vehicle movement command; and controlling the coordinated operation of the vehicle's steering system, drive system, and suspension system based on the target motion parameters.

[0009] In some embodiments, controlling the coordinated operation of the vehicle's steering system, drive system, and suspension system based on target motion parameters includes: sending a steering command to the vehicle's steering system, a drive command to the vehicle's drive system, and a power command to the vehicle's suspension system based on the target motion parameters.

[0010] The power commands are used to control the suspension system.

[0011] In some embodiments, sending a power command to the vehicle's suspension system includes: detecting the torque output by the drive system; and, in response to the actual torque output by the drive system not reaching the target torque indicated by the drive command, sending a power command to the suspension system to apply a target power to the wheels, thereby assisting the actual torque output by the drive system to reach the target torque.

[0012] In some embodiments, the drive command includes a front-wheel drive command and a rear-wheel drive command; in response to the actual torque output by the drive system not reaching the target torque indicated by the drive command, a power command for applying a target power to the wheels is sent to the suspension system, including: in response to the first actual torque output by the front wheels of the vehicle not reaching the first target torque indicated by the front-wheel drive command, a first power command for applying a first target power to the front wheels is sent to the suspension system, so that the first actual torque output by the front wheels reaches the first target torque.

[0013] In some embodiments, in response to a first actual torque output by the front wheels of the vehicle not reaching a first target torque indicated by a front wheel drive command, a first action command for applying a first target action force to the front wheels is sent to the suspension system, including: if the first difference is greater than a torque threshold, sending the first action command for applying a first target action force to the front wheels to the suspension system; the first difference is the difference between the first actual torque and the first target torque.

[0014] In some embodiments, the first target action force is determined by: determining the first target action force based on a first difference and a first anti-slip ratio coefficient.

[0015] In some embodiments, the drive command includes a rear-wheel drive command; in response to the actual torque output by the drive system not reaching the target torque indicated by the drive command, a power command for applying a target power to the wheels is sent to the suspension system, including: in response to the second actual torque output by the rear wheels of the vehicle not reaching the second target torque indicated by the rear-wheel drive command, a second power command for applying a second target power to the rear wheels is sent to the suspension system, so that the second actual torque output by the rear wheels reaches the second target torque.

[0016] In some embodiments, in response to the second actual torque output by the rear wheels of the vehicle not reaching the second target torque indicated by the rear wheel drive command, a second action command for applying a second target action force to the rear wheels is sent to the suspension system, including: if the second difference is greater than a torque threshold, sending a second action command for applying a second target action force to the rear wheels to the suspension system; the second difference is the difference between the second actual torque and the second target torque.

[0017] In some embodiments, the second target action force is determined by: determining the second target action force based on the second difference and the second anti-slip ratio coefficient.

[0018] Understandably, when the actual torque of a wheel fails to reach the predetermined target, it can be considered a case of wheel slippage. In this situation, the control system recognizes and responds by sending commands to the vehicle's suspension system to adjust the wheel's contact with the ground. Through the intervention of the active suspension, the contact area between the wheel and the ground is optimized, thereby enhancing tire traction. Simultaneously, this process effectively suppresses unstable bouncing of the wheel during slippage, allowing the tire to maintain a more secure grip on the ground, thus significantly reducing slippage and improving the vehicle's overall driving stability and safety.

[0019] In some embodiments, the target driving force is determined based on the actual torque and the target torque.

[0020] In some embodiments, sending a force command to the vehicle's suspension system includes sending a force command to the suspension system for applying alternating positive and negative forces to achieve fluctuating changes in the vehicle's wheel load.

[0021] In some embodiments, sending a drive command to the vehicle's drive system includes: in response to detecting that the wheel load is less than a load threshold, sending a drive command to the vehicle's drive system to achieve lateral movement of the vehicle.

[0022] Understandably, when a vehicle needs to perform lateral movement, the suspension system receives instructions and applies alternating positive and negative forces to the wheels. These forces can be used to dynamically adjust the load on the wheels, thereby changing the contact area between the wheels and the ground.

[0023] Furthermore, by monitoring wheel load in real time, if the detected load value is lower than a preset load threshold, it indicates that the contact area between the wheel and the ground is small. At this time, the control system can send drive commands to the drive system to ensure that the vehicle can achieve lateral movement while reducing tire wear, thereby effectively extending the service life of the wheels and improving the overall performance and durability of the vehicle.

[0024] In some embodiments, wheel load is determined based on the action force and the unsprung vertical acceleration of the suspension system.

[0025] In some embodiments, the target motion parameters include at least one of the following: target lateral velocity, target longitudinal velocity, target yaw rate, and target yaw angle.

[0026] In some embodiments, determining the target motion parameters of a vehicle based on a vehicle movement command includes: acquiring initial target motion parameters determined based on environmental information; and determining the target motion parameters of the vehicle based on the vehicle movement command and the initial target motion parameters.

[0027] In some embodiments, the vehicle movement command includes at least one of the following: actual longitudinal acceleration, actual lateral acceleration, and actual yaw rate.

[0028] In some embodiments, determining the target motion parameters of the vehicle based on the vehicle movement command and the initial target motion parameters includes: performing low-pass filtering on the initial target lateral velocity to obtain the filtered initial target lateral velocity; performing high-pass filtering on the actual lateral acceleration to obtain the filtered actual lateral acceleration; and obtaining the target lateral velocity based on the filtered initial target lateral velocity and the filtered actual lateral acceleration.

[0029] In some embodiments, determining the target motion parameters of the vehicle based on the vehicle movement command and the initial target motion parameters includes: performing low-pass filtering on the initial target longitudinal velocity to obtain the filtered initial target longitudinal velocity; performing high-pass filtering on the actual longitudinal acceleration to obtain the filtered actual longitudinal acceleration; and obtaining the target longitudinal velocity based on the filtered initial target longitudinal velocity and the filtered actual longitudinal acceleration.

[0030] In some embodiments, determining the target motion parameters of the vehicle based on the vehicle movement command and the initial target motion parameters includes: performing low-pass filtering on the initial target yaw angle to obtain the filtered initial target yaw angle; performing high-pass filtering on the actual yaw angular velocity to obtain the filtered actual yaw angular velocity; and obtaining the target yaw angle based on the filtered initial target yaw angle and the filtered actual yaw angular velocity.

[0031] In some embodiments, the drive command is used to instruct the target torque output by the drive system, the target torque being determined based on the following: acquiring longitudinal speed difference and lateral speed difference; inputting the longitudinal speed difference and lateral speed difference into a proportional-integral-derivative (PID) control system to obtain a compensation torque; and determining the target torque based on the compensation torque and a preset torque.

[0032] The preset torque is determined based on preset motion parameters; the longitudinal speed difference is the difference between the target longitudinal speed and the preset longitudinal speed, and the lateral speed difference is the difference between the target lateral speed and the preset lateral speed. The preset lateral speed and preset longitudinal speed refer to the speed parameters of the vehicle under ideal conditions.

[0033] In some embodiments, the steering command is used to indicate a target steering angle of the steering system, which is determined based on the following: obtaining a yaw angle difference; the yaw angle difference is the difference between the target yaw angle and a preset yaw angle; inputting the yaw angle difference into the PID control system to obtain a compensated steering angle; and determining the target steering angle based on the compensated steering angle and the preset steering angle.

[0034] The preset yaw angle refers to the angular parameters of the vehicle under ideal conditions; the preset steering angle is determined based on the motion parameters of the vehicle under ideal conditions.

[0035] In some embodiments, steering commands and drive commands are used to enable the vehicle to perform motion actions, and power commands are used to assist the vehicle in performing motion actions; the motion actions include at least one of the following: lateral movement, longitudinal movement, steering movement, and rotation about the center of mass.

[0036] In a second aspect, a vehicle motion control device is provided, comprising: a processing component and an acquisition component; the acquisition component is used to: acquire target motion parameters of the vehicle; the processing component is used to: send a steering command to the vehicle's steering system, send a drive command to the vehicle's drive system, and send an actuation command to the vehicle's suspension system based on the target motion parameters, wherein the actuation command is used to assist the vehicle in achieving the motion action represented by the target motion parameters.

[0037] Thirdly, a vehicle is provided, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle movement control method described above.

[0038] Fourthly, a computer-readable storage medium is provided, which stores instructions that, when executed on a terminal, cause the terminal to perform the vehicle movement control method described above.

[0039] Fifthly, a computer program product containing instructions is provided, which, when executed by a computer, causes the computer to perform the vehicle movement control method described above.

[0040] In a sixth aspect, a chip is provided, the chip including a processor and a communication interface, the communication interface and the processor being coupled, the processor being used to run computer programs or instructions to implement the vehicle movement control method described above.

[0041] The chip provided in some embodiments of this disclosure also includes a memory for storing computer programs or instructions.

[0042] Based on the above technical solutions, the vehicle movement control method provided in some embodiments of this disclosure comprehensively considers various motion parameters of the vehicle and, in response to vehicle movement commands, controls the vehicle's suspension system to apply force to the wheels to achieve vehicle movement. In other words, the suspension system assists the vehicle in achieving movement actions such as lateral movement, longitudinal movement, and rotation around the center of gravity, thereby changing the relatively singular movement control mode and improving the vehicle's motion performance. Attached Figure Description

[0043] To more clearly illustrate the technical solutions of some embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0044] Figure 1 is a schematic diagram of a vehicle lateral movement function according to some embodiments;

[0045] Figure 2 is an architecture diagram of a vehicle according to some embodiments;

[0046] Figure 3 is an architecture diagram of a mobile control system according to some embodiments;

[0047] Figure 4 is a flowchart of a vehicle movement control method according to some embodiments;

[0048] Figure 5 is a flowchart of another vehicle movement control method according to some embodiments;

[0049] Figure 6 is a flowchart of calculating the lateral velocity of a target according to some embodiments;

[0050] Figure 7 is a flowchart of calculating the longitudinal velocity of a target according to some embodiments;

[0051] Figure 8 is a flowchart of calculating the target yaw angle according to some embodiments;

[0052] Figure 9 is a flowchart of another vehicle movement control method according to some embodiments;

[0053] Figure 10 is a flowchart of calculating torque compensation amount according to some embodiments;

[0054] Figure 11 is a flowchart of calculating the steering angle compensation amount according to some embodiments;

[0055] Figure 12 is a block diagram of a vehicle movement control device according to some embodiments;

[0056] Figure 13 is a block diagram of a vehicle according to some embodiments. Detailed Implementation

[0057] The technical solutions of some embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments of this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0058] In the description of this disclosure, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this disclosure and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this disclosure. Unless otherwise specified, the above-mentioned orientational descriptions can be flexibly set in practical applications, provided that the relative positional relationships shown in the accompanying drawings are satisfied.

[0059] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this disclosure, unless otherwise stated, "a plurality of" means two or more.

[0060] In the description of this disclosure, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a connection within two components. Those skilled in the art can understand the meaning of the above terms in this disclosure based on the actual situation.

[0061] In some embodiments of this disclosure, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.

[0062] In some embodiments of this disclosure, the words "exemplarily" or "for example" are used to indicate that they are examples, illustrations, or descriptions. Any embodiment or design described as "exemplarily" or "for example" in some embodiments of this disclosure should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of words such as "exemplarily" or "for example" is intended to present the relevant concepts by way of example.

[0063] In the description of this specification, features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0064] To facilitate understanding of some embodiments of this disclosure, the principles of vehicle dynamics related to some embodiments of this disclosure will be described in detail below.

[0065] Figure 1 is a schematic diagram of a vehicle lateral movement function according to some embodiments. As shown in Figure 1, taking the rear-wheel steering of the vehicle as an example, firstly, the vehicle needs to have equal front and rear weight distribution, that is, the longitudinal distance 'a' from the front axle to the vehicle's center of gravity is the same as the longitudinal distance 'b' from the rear axle to the vehicle's center of gravity, which helps the vehicle maintain balance during driving. The front and rear wheels use steering angles and driving forces with the same absolute value but opposite signs. Taking the left front wheel as an example, when the left front wheel is traveling with a negative steering angle (counterclockwise is positive) and a positive driving force (assuming forward is positive), in order to maintain the vehicle's stability and steering coordination, the left rear wheel must use a positive steering angle (clockwise is positive) and a negative driving force (i.e., backward). At the same time, since the front and rear wheels use opposite steering angles and driving forces, it helps the vehicle maintain a relatively stable center of gravity position during steering, reducing the risk of sideslip and loss of control, and the balance of front and rear weight distribution also ensures the stability of the vehicle during acceleration and braking.

[0066] As shown in Figure 1, x'o'y' is the coordinate system of the left front wheel, x"o"y" is the coordinate system of the left rear wheel, and xoy is the vehicle body coordinate system. The origin of the vehicle body coordinate system is the vehicle's center of gravity. The steering angle of the left front wheel is θ. fl (θ fl <0), left front wheel drive force F fl (F fl >0) can be decomposed into longitudinal force F in the vehicle body coordinate system. fl,x and lateral force F fl,y Similarly, the driving force F of the right front wheel fr Decomposed into longitudinal force F fr,x and lateral force F fr,y The steering angle of the left rear wheel is θ. rl (θ rl <0), left rear wheel drive force (F) lr <0) can be decomposed into longitudinal force F in the vehicle body coordinate system. lr,x and lateral force F lr,ySimilarly, the driving force F of the right rear wheel rr Decomposed into longitudinal force F rr,x and lateral force F rr,y .

[0067] Due to the driving force F of the left front wheel fl =F fr =-F rl =-F rr Left front wheel steering angle θ fl =θ fr =-θ rl =-θ rr Therefore, the longitudinal force F of the left front wheel fl,x =F fr,x =-F rl,x =-F rr,x Lateral force F of the left front wheel fl,y =F fr,y =F rl,y =F rr,y The longitudinal driving forces of the vehicle cancel each other out, while the y-direction (lateral) driving forces add each other up; since the distances from the front and rear axles to the vehicle's center of gravity are the same (a = b), therefore M fl,y =M fr,y =-M rl,y =-M rr,y The torques around the vehicle's center of gravity (o) generated by the lateral force on the wheels cancel each other out. It should be understood that when a wheel experiences a lateral force, because the wheels on both sides of the vehicle are symmetrical and typically experience equal and opposite lateral forces (during straight-line driving or stable steering), the torques around the vehicle's center of gravity generated by these lateral forces cancel each other out. This means that the lateral force does not cause the vehicle to rotate around its center of gravity, thus maintaining the vehicle's stability.

[0068] Because the wheels on both sides are symmetrical, M fl,x =-M fr,x M rl,x =-M rr,x The lateral force on the wheels cancels out the torques about the vehicle's center of mass. It should be understood that the longitudinal force on the wheels also cancels out the torques about the vehicle's center of mass because the wheels on both sides of the vehicle roll synchronously (i.e., they roll at the same speed and direction) when traveling in a straight line. This means that the longitudinal force primarily propels the vehicle forward or backward, rather than causing it to rotate around its center of mass.

[0069] When a vehicle has only lateral driving force remaining, and this force overcomes the lateral friction of the tires, the vehicle will move laterally. In other words, when the two torques mentioned above cancel each other out, the main driving force remaining on the vehicle is the lateral driving force. Therefore, when the lateral driving force on the vehicle is large enough to overcome the lateral friction of the tires, the vehicle will move laterally.

[0070] In some embodiments, referring to Figure 1, taking the increase of front wheel driving force as an example, both the longitudinal and lateral components of the front wheel increase, resulting in |F fl,x |+|F fr,x |>|F rl,x |+|F rr,x |,and|M fl,y |+|M fr,y |>|M rl,y |+|M rr,y Consequently, the vehicle will experience lateral forces, longitudinal forces, and a torque about its center of mass o. It should be understood that due to the increased driving force on the front wheels, the ground reaction force (i.e., longitudinal force) experienced by the front wheels as they propel the vehicle forward will increase. In contrast, the longitudinal force on the rear wheels may remain unchanged (if the vehicle is rear-wheel drive and no additional driving force is applied to the rear wheels), or the proportion of power distributed to the rear wheels may be smaller, resulting in a smaller longitudinal force on the rear wheels compared to the front wheels.

[0071] In some embodiments, referring to Figure 1, taking the increase of the front wheel steering angle as an example, compared to the principle of rear wheel steering, in this principle of increasing the front wheel steering angle, the longitudinal force of the front wheel decreases and the lateral force increases, resulting in a decrease in the longitudinal force |F| of the left front wheel. fl,x |+|F fr,x |<|F rl,x |+|F rr,x |,and|M fl,y |+|M fr,y |>|M rl,y |+|M rr,y Consequently, the vehicle is subjected to lateral forces, longitudinal forces, and torques around the vehicle's center of mass o.

[0072] Similarly, reducing the front wheel drive force or steering angle, or increasing or decreasing the rear wheel drive force or steering angle, will cause the vehicle to experience lateral forces, longitudinal forces, and torques around its center of mass o. However, when the vehicle overcomes tire friction, it can move laterally, longitudinally, and rotate around its center of mass o.

[0073] The above provides a detailed description of the vehicle dynamics principles related to some embodiments of this disclosure.

[0074] With the increasing prevalence of vehicles in daily life, vehicles are equipped with lateral movement functions in scenarios with narrow roads or limited parking spaces, allowing drivers to control the vehicle to move laterally. However, currently, the movement control of the vehicle is mainly achieved through the steering and drive systems, resulting in poor handling performance.

[0075] To address the issue of poor vehicle motion performance in related technologies, some embodiments of this disclosure provide a vehicle motion control method. In response to a vehicle motion command, the method controls the vehicle's suspension system to apply force to the wheels, thereby enabling vehicle movement. In other words, the suspension system assists the vehicle in performing motion actions such as lateral movement, longitudinal movement, and rotation around the center of gravity, thus changing the relatively singular motion control mode and improving the vehicle's motion performance.

[0076] The implementation of some embodiments of this disclosure will now be described in detail with reference to the accompanying drawings.

[0077] Figure 2 is an architectural diagram of a vehicle according to some embodiments. As shown in Figure 2, the vehicle 100 may include a chassis 110, a body 120, and wheels 130. It is understood that the vehicle 100 may be a gasoline-powered vehicle, an electric vehicle, a hybrid vehicle, a natural gas vehicle, a methanol vehicle, a solar-powered vehicle, etc.

[0078] In some embodiments, vehicle 100 may be a passenger car such as a sedan, sport utility vehicle (SUV), or multi-purpose vehicle (MPV), or a bus, truck, or semi-trailer. This disclosure does not impose any limitations in this regard.

[0079] It is understood that the above-mentioned components are merely examples of some components of vehicle 100 and are not a limitation on the structure of vehicle 100.

[0080] In some embodiments, for the purpose of controlling the vehicle, the vehicle 100 may further include a motion control system 140. The motion control system 140 can realize motion control of the vehicle 100.

[0081] Figure 3 is an architecture diagram of a motion control system according to some embodiments. As shown in Figure 3, the motion control system 140 may include: a chassis motion controller 210, a steering system 220, a drive system 230, and a suspension system 240; the chassis motion controller 210 is connected to the steering system 220, the drive system 230, and the suspension system 240, respectively.

[0082] Here, the chassis motion controller 210 can acquire the target motion parameters of the vehicle, and based on the target motion parameters, send steering commands to the vehicle's steering system 220, drive commands to the vehicle's drive system 230, and power commands to the vehicle's suspension system 240, thereby realizing motion control of the vehicle 100.

[0083] The drive system 230 may include two front-wheel motors and two rear-wheel motors. Accordingly, the drive commands may include front-wheel drive commands and rear-wheel drive commands.

[0084] In some embodiments, the output torque in the drive command for each wheel can be achieved through a power source, a transmission device, a locking device, and a braking device. Here, the power source includes, but is not limited to, an electric motor, an engine, an air compressor engine, and combinations thereof; the locking device includes, but is not limited to, a mechanical differential lock, an electronic differential lock, and combinations thereof; and the braking device includes, but is not limited to, mechanical braking, electric braking, and combinations thereof.

[0085] In some embodiments, the motion control system 140 further includes a lidar 250 and an inertial measurement unit (IMU) 260.

[0086] In some embodiments, the chassis motion controller 210 can acquire initial target motion parameters determined based on environmental information through the lidar 250, acquire the actual motion parameters of the vehicle through the IMU 260, and then correct the initial target motion parameters based on the actual motion parameters to obtain the target motion parameters.

[0087] In some embodiments, the motion control system 140 further includes a sensor or estimator 270, which may be a sensor or estimator for unsprung acceleration, used to acquire the vertical acceleration of the unsprung portion in the vehicle suspension system. Here, the unsprung portion refers to the wheel and its directly connected components (such as the wheel hub, braking system, etc.), which vibrate along with the wheel during vehicle operation.

[0088] Here, the chassis motion controller 210 can also obtain the actual torque of the vehicle from the drive system 230 in order to determine the target driving force in the subsequent driving force command.

[0089] In some embodiments, the suspension system 240 may be an active suspension system, which includes, but is not limited to, hydraulic active suspension, linear motor active suspension, active suspension with rotary motor and linear-to-rotary conversion mechanism, and active anti-roll bar.

[0090] It should be noted that the control systems described in some embodiments of this disclosure are for the purpose of more clearly illustrating the technical solutions of some embodiments of this disclosure, and do not constitute a limitation on the technical solutions provided by some embodiments of this disclosure. Those skilled in the art will understand that with the evolution of electronic devices and the emergence of other electronic devices, the technical solutions provided by some embodiments of this disclosure are also applicable to similar technical problems. The methods in the following embodiments can all be implemented in a control system having the above-described hardware structure.

[0091] The methods described in the following embodiments can all be implemented in a control system with the above-described hardware structure. For example, the method can be applied to a chassis controller in a control system.

[0092] The vehicle movement control method provided by some embodiments of this disclosure will be described in detail below with reference to the accompanying drawings.

[0093] The vehicle movement control method of some embodiments of this disclosure can be applied to vehicle movement control, such as to a movement control system. As shown in FIG4, the vehicle braking control method may include steps 401-402. Here, step 401 may also be referred to as the "acquiring vehicle movement command" process, and step 402 may be referred to as the "controlling the vehicle" process. Steps 401-402 are described in detail below.

[0094] Step 401: Obtain vehicle movement instructions.

[0095] In some embodiments, a vehicle movement command is a movement command generated by the vehicle in response to a driver's operation.

[0096] Here, vehicle movement commands include, but are not limited to: steering commands, driving commands, and power commands. Steering and driving commands are used to enable the vehicle to perform movement actions; power commands are used to assist the vehicle in performing the above-mentioned movement actions, which include: lateral movement, longitudinal movement, and rotation about the center of mass.

[0097] Step 402: In response to a vehicle movement command, control the vehicle's suspension system to apply force to the wheels to assist vehicle movement.

[0098] Here, the power source is obtained based on the vehicle's movement instructions.

[0099] In one possible implementation, the target motion parameters of the vehicle are determined according to the vehicle movement command, and the steering system, drive system and suspension system of the vehicle are controlled to work together based on the target motion parameters.

[0100] Here, the target motion parameters include at least one of the following: target lateral velocity, target longitudinal velocity, target yaw rate, and target yaw angle. It should be understood that the vehicle's target motion parameters are the vehicle's current motion parameters.

[0101] In some embodiments, the chassis controller can acquire initial target motion parameters determined based on environmental information and actual vehicle motion parameters, and obtain target motion parameters based on vehicle movement commands and initial target motion parameters.

[0102] Here, the initial target motion parameters can be calculated by the lidar.

[0103] For example, a lidar can traverse the scanned point cloud data, extract the feature points of obstacles, calculate the local curvature c of each feature point, and designate points with small curvature c (e.g., less than a preset curvature) as plane points and points with large curvature c (e.g., greater than a preset curvature) as edge points.

[0104] It should be understood that planar points lie on smooth planes in three-dimensional space, characterized by relatively consistent distances from surrounding points and exhibiting low curvature (i.e., gentle local surface changes). Therefore, when evaluating a point's local neighborhood, points with smaller curvature values ​​c are identified as planar points. Edge points, on the other hand, lie on the sharp edges or boundaries of obstacle surfaces. The geometry around edge points changes significantly, exhibiting higher curvature (i.e., drastic local surface changes). After sorting and calculating the curvature c of each point, points with higher curvature values ​​are classified as edge points.

[0105] In some embodiments, the lidar calculates the rotation matrix between two frames of point clouds using feature points, i.e., point cloud matching. During point cloud matching, feature points can be used for registration to accurately estimate the rotation matrix between the two frames. For edge points, the matching accuracy is further refined by calculating the shortest distance d1 from the edge point to the fitted edge line (or boundary model). The formula for calculating d1 is shown in Equation 1 below.

[0106] Where X0 is a corner point, and the distance between X1 and X2 is a straight line.

[0107] For a point in a plane (generally on a relatively flat plane), calculate its distance d2 from the plane. The formula for calculating d2 is shown in Formula 2 below.

[0108] Where X0 is a plane point, and the three points X1, X2, and X3 are not collinear.

[0109] In some embodiments, the lidar calculates the relative pose of the vehicle. (The last part, "t," appears to be an error and doesn't translate directly.) K+1 time relative to t K The relative pose of the vehicle at time T is denoted as T. K+1 Calculate the compensation transformation matrix T for each feature point. (K+1,i) T (K+1,i) The calculation formula can be shown in Formula 3 below.

[0110] Among them, T (K+1,i) Treating them as variables, find the T that minimizes the distances d1 and d2. (K+1,i) The target compensation transformation matrix is ​​obtained using the least squares method. The yaw angle can be calculated using the following formula 4.

[0111] Where, θ Z This is the yaw angle, which is the initial yaw angle.

[0112] Let P be the position of the vehicle at time t. b Then the displacement of the vehicle in the world coordinate system is Therefore, it can be determined based on the displacement P w The lateral and longitudinal velocities of the vehicle are obtained, which are the initial lateral and longitudinal velocities, respectively.

[0113] Here, the vehicle movement command includes actual motion parameters; the actual motion parameters of the vehicle can be provided by the IMU, and the actual motion parameters include at least one of the following: actual longitudinal acceleration, actual lateral acceleration, and actual yaw rate.

[0114] In some embodiments, as shown in Figure 5, the state observer in the chassis motion controller can calculate the target lateral velocity based on the initial lateral velocity output by the lidar and the lateral acceleration output by the IMU. Here, the state observer employs complementary filtering.

[0115] For example, in the calculation process of the target lateral velocity, as shown in Figure 6, the state observer integrates the vehicle's lateral acceleration (actual lateral acceleration) collected by the IMU and then performs a high-pass filter to obtain the high-frequency characteristics of the vehicle's lateral velocity. The high-pass filter formula is as follows:

[0116] The vehicle's lateral velocity (initial target lateral velocity) calculated by the lidar is low-pass filtered to obtain the low-frequency characteristics of the vehicle's lateral velocity. The low-pass filtering formula is as follows: Then, the high-frequency and low-frequency characteristics of the lateral velocity are fused and added together to obtain the target lateral velocity of the vehicle. Here, τ vy s represents the time constant (variable) for the transverse velocity filter, and s represents the sign of the independent variable in the Laplace transform.

[0117] In other embodiments, as shown in Figure 5, the state observer in the chassis motion controller can calculate the target longitudinal velocity based on the initial longitudinal velocity output by the lidar and the longitudinal acceleration output by the IMU.

[0118] For example, the target longitudinal velocity calculation process is shown in Figure 7. The state observer integrates the vehicle longitudinal acceleration (actual longitudinal acceleration) collected by the IMU and obtains a high-pass filter to obtain the high-frequency characteristics of the vehicle longitudinal velocity. The high-pass filter formula is:

[0119] The vehicle longitudinal velocity (initial target longitudinal velocity) calculated by the activated radar is low-pass filtered to obtain the low-frequency characteristics of the vehicle longitudinal velocity. The low-pass filtering formula is as follows: Then, the high-frequency and low-frequency characteristics of the longitudinal velocity are fused and added together to obtain the target longitudinal velocity of the vehicle. Here, τ vx This is the longitudinal velocity filtering time constant (variable).

[0120] In some other embodiments, as shown in Figure 5, the state observer in the chassis motion controller can calculate the target yaw angle based on the initial yaw angle output by the lidar and the yaw angular velocity output by the IMU.

[0121] For example, the target yaw angle calculation process is shown in Figure 8. The state observer integrates the vehicle yaw angular velocity (actual yaw angular velocity) collected by the IMU and obtains a high-pass filter to obtain the high-frequency characteristics of the vehicle yaw angular velocity. The high-pass filter formula is:

[0122] The yaw angle calculated by the activated radar (initial target yaw angle) is low-pass filtered to obtain the low-frequency characteristics of the vehicle yaw angle. The low-pass filtering formula is as follows: Then, the high-frequency and low-frequency characteristics of the longitudinal velocity are fused and added together to obtain the target yaw angle of the vehicle. Here, τ θz This is the time constant (variable) for yaw angle filtering.

[0123] In summary, the target's lateral velocity, longitudinal velocity, and yaw angle can be calculated based on the state observer of the chassis motion controller.

[0124] In some embodiments, based on target motion parameters, steering commands are sent to the vehicle's steering system, driving commands are sent to the vehicle's drive system, and power commands are sent to the vehicle's suspension system.

[0125] Here, the power command is used to control the suspension system.

[0126] In some embodiments, the chassis motion controller detects the torque output by the drive system and, in response to the actual torque output by the drive system not reaching the target torque indicated by the drive command, sends a driving force command to the suspension system to apply a target driving force to the wheels, thereby assisting the actual torque output by the drive system to reach the target torque.

[0127] In some embodiments, as shown in FIG5, the linear quadratic regulator (LQR) in the chassis motion controller performs at least one of the following: in response to a first actual torque output by the front wheels not reaching a first target torque indicated by the front wheel drive command, sending a first action command to the suspension system for applying a first target action force to the front wheels, such that the first actual torque output by the front wheels reaches the first target torque; and in response to a second actual torque output by the rear wheels not reaching a second target torque indicated by the rear wheel drive command, sending a second action command to the suspension system for applying a second target action force to the rear wheels, such that the second actual torque output by the rear wheels reaches the second target torque.

[0128] For example, LQR can determine wheel slippage based on the actual torque of the torque motor of each wheel and the target torque indicated by the drive command for each wheel. When the target torque indicated by the drive command for the left front wheel... The difference between the actual torque of the wheel and the preset threshold M is greater than the actual torque of the wheel. drv,thd In the case where LQR determines that the left front wheel is slipping, it is necessary to apply force to the left front wheel. The calculation process for the force can be obtained through the following formula 5.

[0129] Among them, K antislip This is the anti-slip ratio coefficient.

[0130] Furthermore, LQR can send a force command to the suspension system, which then applies a vertical force to the left front wheel. Here, the force command can include the force of all four wheels; when the actual torques of the left rear wheel, right front wheel, and right rear wheel all reach their corresponding target torques, the force of the left rear wheel, right front wheel, and right rear wheel is 0.

[0131] It should be noted that the first actual torque output by the front wheels refers to the first actual torque output by either of the two front wheels. The second actual torque output by the rear wheels refers to the second actual torque output by either of the two rear wheels.

[0132] It should be noted that when the actual torque of any wheel, diagonally opposite wheels (such as the left front wheel and the right rear wheel, or the right front wheel and the left rear wheel), the front wheel, the rear wheel, or the wheel on the same side does not reach the corresponding target torque, LQR can determine the driving force of the wheel that is slipping by using the above formula 5.

[0133] It should be understood that when the actual torque of a wheel does not reach the target torque, it can be determined that the wheel is slipping. In this case, the vehicle's suspension system can be sent to the wheel to adjust the contact between the wheel and the ground, increase the contact area between the tire and the ground, thereby improving the tire's traction and reducing the wheel's bouncing during the slippage process, allowing the tire to grip the ground better and reducing slippage.

[0134] In some other embodiments, a force command is sent to the suspension system to apply alternating positive and negative forces, thereby achieving fluctuating changes in the wheel load of the vehicle.

[0135] In some embodiments, the chassis motion controller, in response to detecting that the wheel load is less than a load threshold, sends a drive command to the vehicle's drive system to achieve lateral movement of the vehicle.

[0136] For example, as shown in Figure 9, the motion arbitration component of the chassis motion controller can continuously output power commands to the suspension system, that is, smooth and continuous positive and negative alternating power, thereby affecting the wheel load.

[0137] The formula for the alternating positive and negative working force can be: Among them, A F Let ω be the amplitude of the sine wave. F The angular frequency is a sinusoidal dynamic frequency.

[0138] Referring to Figure 9, the wheel load can be calculated by the load estimator and periodically sent to the moving arbitration component. This wheel load can be obtained using the following formula 6. w,z =F susp ·ia w m w Formula 6

[0139] Among them, F w,z For wheel load, F susp The suspension is powered by i, where i is the suspension lever ratio, and a is the suspension lever ratio. w Let m be the vertical acceleration under the spring. w This refers to the unsprung mass.

[0140] Furthermore, when the mobile arbitration component detects that the wheel load is less than the load threshold, the mobile arbitration component can send a drive command to the vehicle's drive system to achieve lateral movement of the vehicle.

[0141] Understandably, when a vehicle needs to move laterally, it can send a driving force command to the suspension system to apply alternating positive and negative driving forces, thereby affecting the wheel load, which in turn affects the contact area between the wheel and the ground. By monitoring the wheel load in real time, if the wheel load is less than the load threshold, it means that the contact area between the wheel and the ground is small. At this time, a driving command can be sent to the drive system to achieve lateral movement of the vehicle while reducing tire wear and extending the service life of the wheels.

[0142] The above provides a detailed explanation of how the vehicle achieves its motion actions. The following section provides a detailed overview of how the chassis motion controller determines the target steering angle and target torque.

[0143] In some embodiments, as shown in Figures 5 and 9, the lookup table component of the chassis motion controller obtains the preset lateral driving force, preset longitudinal driving force, and preset yaw torque of the vehicle by looking up a table based on preset lateral velocity, preset longitudinal velocity, preset yaw rate, and preset yaw angle, and outputs the preset lateral driving force, preset longitudinal driving force, and preset yaw torque to the dynamics component of the chassis motion controller. It should be understood that the preset lateral driving force, preset longitudinal driving force, and preset yaw torque of the vehicle are motion parameters of the vehicle under ideal conditions or on an ideal road surface.

[0144] In some embodiments, the dynamics component obtains a preset steering angle and a preset torque based on a preset lateral driving force, a preset longitudinal driving force, and a preset yaw moment. Here, the preset steering angle includes the preset steering angle of the front wheels and the preset steering angle of the rear wheels; the preset torque includes the preset torque of the front wheels and the preset torque of the rear wheels.

[0145] For example, the dynamics component substitutes preset lateral driving force, preset longitudinal driving force, and preset yaw moment into the dynamics equations, and solves the equations using numerical methods (such as iterative methods, finite difference methods, etc.) to obtain the vehicle's motion state parameters (such as yaw rate, lateral acceleration, etc.). Then, the vehicle's motion state parameters and the target state (such as the desired driving trajectory, speed, etc.) are substituted into the control algorithm to calculate the preset steering angle and preset torque. Here, the control algorithm includes, but is not limited to, PID control, LQR control, and Model Predictive Control (MPC), and this disclosure does not limit it to these.

[0146] In some embodiments, the dynamic components can calculate the preset steering angle and preset torque using the following formula 7. * =argminJ Formula 7

[0147] in, J is the minimum objective function, F veh,drv,xF is the lateral force acting on the vehicle. veh,drv,y M is the longitudinal force acting on the vehicle. veh,drv,z F is the driving force acting on the vehicle. f,drv For the driving force of the front wheels, F r,drv It provides the driving force for the rear wheels.

[0148] Here, the lateral force acting on the vehicle can be obtained using the following formula 8. F veh,drv,x =F f,drv cos(θ f )+F r,drv cos(θ r ) Formula 8

[0149] The longitudinal force acting on the vehicle can be obtained using Equation 9. F veh,drv,y =F f,drv sin(θ f )+F r,drv sin(θ r ) Formula 9

[0150] The driving force acting on the vehicle can be obtained using Equation 10. M veh,drv,z =F f,drv sin(θ f )a+F r,drv sin(θ r Formula 10

[0151] It should be understood that when the preset lateral driving force, preset longitudinal driving force, and preset yaw torque are the operating parameters under ideal vehicle conditions or ideal road surfaces, the preset steering angle and preset torque are also data under ideal vehicle conditions or ideal road surfaces, which differ from the actual vehicle condition or the actual road conditions. Therefore, it is necessary to compensate for the preset steering angle and preset torque according to the vehicle's target motion parameters (the current actual motion parameters) to obtain the target steering angle in the steering command and the target torque in the drive command, ensuring safe and stable vehicle operation.

[0152] In some embodiments, the target torque can be determined based on the following method: the control system can acquire the longitudinal speed difference and the lateral speed difference, and input the longitudinal speed difference and the lateral speed difference into the PID control system to obtain the compensation torque, and then determine the target torque based on the compensation torque and the preset torque.

[0153] Here, the longitudinal speed difference is the difference between the target lateral speed and the preset lateral speed, the lateral speed difference is the difference between the target longitudinal speed and the preset longitudinal speed, and the preset lateral speed and preset longitudinal speed refer to the speed parameters of the vehicle under ideal conditions; the preset torque is determined based on the motion parameters of the vehicle under ideal conditions.

[0154] In some embodiments, as shown in Figures 5 and 9, when there is a difference between the preset lateral speed and the target lateral speed and a difference between the preset longitudinal speed and the target longitudinal speed, the feedback compensation component can compensate for the preset torque to obtain the target torque in the drive command.

[0155] Here, the target torque for the front wheels is the first target torque, and the target torque for the rear wheels is the second target torque.

[0156] For example, as shown in Figure 10, the longitudinal speed difference is input into the first PID control system and the lateral speed difference is input into the second PID control system. The two PID control systems perform fusion calculations on the lateral speed difference and the longitudinal speed difference to obtain the torque compensation amount of the front wheel motor and the torque compensation amount of the rear wheel motor.

[0157] For the target torque of the front wheels (first target torque), the torque compensation amount M of the front wheel motor can be determined according to the following formula 11. f,cmp .

[0158] Where kp1 is the proportional coefficient of the first PID control system, ki1 is the integral coefficient of the first PID control system, kd1 is the derivative coefficient of the first PID control system, kp2 is the proportional coefficient of the second PID control system, ki2 is the integral coefficient of the second PID control system, kd2 is the derivative coefficient of the second PID control system, and v x,err The longitudinal velocity difference, v y,err This represents the difference in lateral velocity.

[0159] In some embodiments, the torque compensation amount of the front wheel is added to the preset torque of the front wheel to obtain the target torque (first target torque) of the front wheel.

[0160] For the target torque of the rear wheel (second target torque), the torque compensation amount M of the rear wheel motor can be determined according to the following formula 12. r,cmp .

[0161] In some embodiments, the torque compensation amount of the rear wheel is added to the preset torque of the rear wheel to obtain the target torque (second target torque) of the rear wheel.

[0162] In some embodiments, the target steering angle can be obtained by the following method: the control system can acquire the yaw angle difference and input the yaw angle difference into the PID control system to obtain the compensated steering angle, and then determine the target steering angle based on the compensated steering angle and the preset steering angle.

[0163] Here, the preset yaw angle refers to the angular parameters of the vehicle under ideal conditions; the preset steering angle is determined based on the motion parameters of the vehicle under ideal conditions.

[0164] In some embodiments, as shown in Figures 5 and 9, when there is a difference between the preset yaw angle and the target yaw angle, it is necessary to compensate the preset steering angle to obtain the target steering angle in the steering command and output the steering command to the steering system.

[0165] It should be understood that a deviation in yaw angle means that there is an angle between the vehicle's actual direction of travel and its intended direction, resulting in a deviation. Therefore, by adjusting the steering angle of the front or rear wheels, the vehicle can be made to maintain the desired heading more stably. Furthermore, appropriately compensating for the steering angle of the front or rear wheels can correct the vehicle's yaw angle, reduce vehicle swaying and deviation during driving, and improve vehicle safety and comfort.

[0166] For example, as shown in Figure 11, the yaw angle difference is input into the third PID control system to obtain the front wheel steering angle compensation and the rear wheel steering angle compensation.

[0167] For the target steering angle of the front wheels, the compensated steering angle θ of the front wheels can be determined according to the following formula 13. f,cmp .

[0168] Where kp3 is the proportional coefficient of the third PID control system, ki3 is the integral coefficient of the third PID control system, kd3 is the derivative coefficient of the third PID control system, and θ z,err This represents the difference in yaw angle.

[0169] The above provides a detailed overview of how the chassis motion controller determines the target steering angle and target torque.

[0170] Based on the technical solutions in Figures 4 to 11 above, the vehicle motion control method provided in some embodiments of this disclosure sends corresponding commands to the steering system, drive system and suspension system in the vehicle according to the target motion parameters. In this way, the suspension system assists the vehicle in realizing motion actions accurately represented by motion parameters, such as lateral motion, longitudinal motion, steering motion, rotation around the center of mass, etc., thereby changing the relatively simple motion control mode and improving the vehicle's motion performance.

[0171] In some embodiments, in response to a vehicle movement command, if the actual torque output by the drive system does not reach the target torque, the vehicle's suspension system is controlled to apply force to the wheels to assist the actual torque output by the drive system in reaching the target torque, thereby realizing the vehicle's movement.

[0172] In other embodiments, in response to a vehicle movement command, the vehicle's suspension system is controlled to apply alternating positive and negative forces to the wheels, causing the wheel load to fluctuate. When the wheel load is less than a load threshold, the vehicle's drive system is controlled to output a drive command to realize the vehicle's movement.

[0173] In some other embodiments, in response to a vehicle movement command, if there is a difference between a preset yaw angle (the yaw angle of the vehicle in an ideal state) and a target yaw angle (the actual yaw angle of the vehicle), the steering system is controlled to output a steering command to realize the vehicle's movement action.

[0174] It should be understood that the vehicle movement control method provided in some embodiments of this disclosure can control the vehicle's suspension system to apply force to the wheels in response to a vehicle movement command, thereby realizing vehicle movement. That is to say, the suspension system assists the vehicle in realizing vehicle movement actions, such as lateral movement, longitudinal movement, and rotation around the center of gravity, thereby changing the relatively simple movement control mode and improving the vehicle's motion performance.

[0175] The foregoing primarily describes the solutions provided by some embodiments of this disclosure from a methodological perspective. To achieve the above functions, the vehicle control system includes at least one of the hardware structures and software modules corresponding to the execution of each function. Those skilled in the art should readily recognize that, based on the units and algorithm steps of the examples described in conjunction with the embodiments disclosed herein, this disclosure can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this disclosure.

[0176] Some embodiments of this disclosure can, according to the above method, exemplarily divide a vehicle control system into functional modules. For example, the vehicle control system may include functional modules corresponding to each functional division, or two or more functions may be integrated into one processing module. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in some embodiments of this disclosure is illustrative and only represents one logical functional division; in actual implementation, there may be other division methods.

[0177] Figure 12 shows a block diagram of a vehicle movement control device according to some embodiments. As shown in Figure 12, the vehicle movement control device 1200 includes a processing component 1201 and an acquisition component 1202. The processing component 1201 is configured to control the vehicle's suspension system to apply force to the wheels to assist vehicle movement in response to a vehicle movement command.

[0178] Here, the power source is obtained based on the vehicle's movement instructions.

[0179] In one possible implementation, vehicle movement commands are determined based on steering commands, drive commands, and power commands.

[0180] In one possible implementation, the processing component 1201 is configured to: determine the target motion parameters of the vehicle according to the vehicle movement command; and control the coordinated operation of the vehicle's steering system, drive system, and suspension system based on the target motion parameters.

[0181] In one possible implementation, the processing component 1201 is configured to: send steering commands to the vehicle's steering system, drive commands to the vehicle's drive system, and power commands to the vehicle's suspension system based on the target motion parameters.

[0182] Here, the power command is used to control the suspension system.

[0183] In one possible implementation, the processing component 1201 is configured to: detect the torque output by the drive system; and in response to the actual torque output by the drive system not reaching the target torque indicated by the drive command, send a working force command to the suspension system to apply a target working force to the wheels, thereby assisting the actual torque output by the drive system to reach the target torque.

[0184] In one possible implementation, the drive command includes a front-wheel drive command; the processing component 1201 is configured to: in response to the first actual torque output by the front wheels not reaching the first target torque indicated by the front-wheel drive command, send a first action command to the suspension system for applying a first target action force to the front wheels, thereby achieving the first actual torque output by the front wheels reaching the first target torque.

[0185] In one possible implementation, the processing component 1201 is configured to send a first action command to the suspension system for applying a first target action force to the front wheels if the first difference is greater than a torque threshold; the first difference is the difference between the first actual torque and the first target torque.

[0186] In one possible implementation, the first target action force is determined by: determining the first target action force based on a first difference and a first anti-slip ratio coefficient.

[0187] In one possible implementation, the drive command includes a rear-wheel drive command; the processing component 1201 is configured to: in response to the second actual torque output by the rear wheels not reaching the second target torque indicated by the rear-wheel drive command, send a second action command to the suspension system for applying a second target action force to the rear wheels, thereby achieving the second actual torque output by the rear wheels reaching the second target torque.

[0188] In one possible implementation, the processing component 1201 is configured to send a second action force command to the suspension system for applying a second target action force to the rear wheels if the second difference is greater than a torque threshold; the second difference is the difference between the second actual torque and the second target torque.

[0189] In one possible implementation, the second target force is determined by: determining the second target force based on the second difference and the second anti-slip ratio coefficient.

[0190] In one possible implementation, the target torque is determined based on the actual torque and the target torque.

[0191] In one possible implementation, the processing component 1201 is further configured to send a force command to the suspension system for applying alternating positive and negative forces, thereby achieving fluctuating changes in the wheel load of the vehicle.

[0192] In one possible implementation, the processing component 1201 is configured to send a drive command to the vehicle's drive system in response to detecting that the wheel load is less than a load threshold, thereby enabling lateral movement of the vehicle.

[0193] In one possible implementation, the wheel load is determined based on the dynamic force and the unsprung vertical acceleration of the suspension system.

[0194] In one possible implementation, the target motion parameters include at least one of the following: target lateral velocity, target longitudinal velocity, target yaw rate, and target yaw angle.

[0195] In one possible implementation, the processing component 1201 is configured to: acquire initial target motion parameters determined based on environmental information; and determine the target motion parameters of the vehicle based on the vehicle movement command and the initial target motion parameters.

[0196] In one possible implementation, the vehicle movement command includes actual motion parameters; the actual motion parameters include at least one of the following: actual longitudinal acceleration, actual lateral acceleration, and actual yaw rate.

[0197] In one possible implementation, the processing component 1201 is configured to: perform low-pass filtering on the initial target lateral velocity to obtain a filtered initial target lateral velocity; perform high-pass filtering on the actual lateral acceleration to obtain a filtered actual lateral acceleration; and obtain the target lateral velocity based on the filtered initial target lateral velocity and the filtered actual lateral acceleration.

[0198] In one possible implementation, the processing component 1201 is configured to: perform low-pass filtering on the initial target longitudinal velocity to obtain a filtered initial target longitudinal velocity; perform high-pass filtering on the actual longitudinal acceleration to obtain a filtered actual longitudinal acceleration; and obtain the target longitudinal velocity based on the filtered initial target longitudinal velocity and the filtered actual longitudinal acceleration.

[0199] In one possible implementation, the processing component 1201 is configured to: perform low-pass filtering on the initial target yaw angle to obtain a filtered initial target yaw angle; perform high-pass filtering on the actual yaw rate to obtain a filtered actual yaw rate; and obtain the target yaw angle based on the filtered initial target yaw angle and the filtered actual yaw rate.

[0200] In one possible implementation, the drive command is used to indicate the target torque output by the drive system, and the processing component 1201 is further configured to: acquire longitudinal speed difference and lateral speed difference; input the longitudinal speed difference and lateral speed difference into the PID control system to obtain the compensation torque; and determine the target torque based on the compensation torque and the preset torque. Here, the preset torque is determined based on the vehicle's motion parameters under ideal conditions; the longitudinal speed difference is the difference between the target longitudinal speed and the preset longitudinal speed, and the lateral speed difference is the difference between the target lateral speed and the preset lateral speed. The preset lateral speed and preset longitudinal speed refer to the vehicle's speed parameters under ideal conditions.

[0201] In one possible implementation, the steering command is used to indicate the target steering angle of the steering system, and the processing component 1201 is further configured to: acquire the yaw angle difference; the preset yaw angle refers to the angle parameter of the vehicle under ideal conditions; input the yaw angle difference into the PID control system to obtain the compensated steering angle; and determine the target steering angle based on the compensated steering angle and the preset steering angle.

[0202] Here, the preset steering angle is determined based on the vehicle's motion parameters under ideal conditions; the yaw angle difference is the difference between the target yaw angle and the preset yaw angle.

[0203] In one possible implementation, the motion includes at least one of the following: lateral motion, longitudinal motion, directional motion, and rotation about the center of mass.

[0204] In some embodiments, as shown in FIG13, some embodiments of this disclosure also provide a vehicle 1000, the vehicle 1000 including a memory 1002 and a processor 1001, and a computer program stored on the memory 1002 and executable on the processor 1001, the processor 1001 executing the program to implement the methods in any of the above embodiments.

[0205] The above are merely specific embodiments of this disclosure, but the scope of protection of this disclosure is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this disclosure should be included within the scope of protection of this disclosure. Therefore, the scope of protection of this disclosure should be determined by the scope of the claims.

Claims

1. A vehicle movement control method, comprising: In response to a vehicle movement command, the vehicle's suspension system is controlled to apply a working force to the wheels to assist vehicle movement; wherein the working force is obtained according to the vehicle movement command.

2. The method of claim 1, wherein, The method of controlling the vehicle's suspension system to apply force to the wheels in response to a vehicle movement command to assist vehicle movement includes: The target motion parameters of the vehicle are determined according to the vehicle movement command; Based on the target motion parameters, the vehicle's steering system, drive system, and suspension system are controlled to work in a coordinated manner.

3. The method of claim 2, wherein, The method of controlling the coordinated operation of the vehicle's steering system, drive system, and suspension system based on the target motion parameters includes: Based on the target motion parameters, a steering command is sent to the vehicle's steering system, a drive command is sent to the vehicle's drive system, and a power command is sent to the vehicle's suspension system. The power command is used to control the suspension system.

4. The method of claim 3, wherein, Sending the power command to the vehicle's suspension system includes: Detect the torque output by the drive system; In response to the fact that the actual torque output by the drive system does not reach the target torque indicated by the drive command, a drive command is sent to the suspension system to apply the target drive force to the wheels, thereby assisting the actual torque output by the drive system to reach the target torque.

5. The method of claim 4, wherein, The driving commands include front-wheel drive commands; In response to the actual torque output by the drive system failing to reach the target torque indicated by the drive command, the system sends a working force command to the suspension system to apply a target working force to the wheels, including: In response to the fact that the first actual torque output by the front wheels of the vehicle does not reach the first target torque indicated by the front wheel drive command, a first action command for applying a first target action force to the front wheels is sent to the suspension system, so as to achieve the first actual torque output by the front wheels reaching the first target torque.

6. The method of claim 5, wherein, In response to the first actual torque output by the front wheels of the vehicle not reaching the first target torque indicated by the front wheel drive command, the system sends a first action command to the suspension system to apply a first target action force to the front wheels, including: If the first difference is greater than the torque threshold, a first action command is sent to the suspension system to apply a first target action force to the front wheel; wherein the first difference is the difference between the first actual torque and the first target torque.

7. The method of claim 5 or 6, wherein, The driving force of the first target is determined in the following way: Based on the first difference and the first anti-slip ratio coefficient, the first target is determined as the driving force.

8. The method of any one of claims 4 to 7, wherein, The driving commands include rear-wheel drive commands; In response to the actual torque output by the drive system failing to reach the target torque indicated by the drive command, the system sends a working force command to the suspension system to apply a target working force to the wheels, including: In response to the fact that the second actual torque output by the rear wheels of the vehicle does not reach the second target torque indicated by the rear wheel drive command, a second action command is sent to the suspension system to apply the second target action force to the rear wheels, so as to achieve the second actual torque output by the rear wheels reaching the second target torque.

9. The method of claim 8, wherein, In response to the second actual torque output by the rear wheels of the vehicle not reaching the second target torque indicated by the rear-wheel drive command, the system sends a second action command to the suspension system to apply the second target action force to the rear wheels, including: If the second difference is greater than the torque threshold, a second action force command is sent to the suspension system to apply a second target action force to the rear wheels; wherein the second difference is the difference between the second actual torque and the second target torque.

10. The method of claim 8 or 9, wherein, The second objective is determined by the following method: The second target is determined based on the second difference and the second anti-slip ratio coefficient.

11. The method of any one of claims 4 to 10, wherein, The target driving force is determined based on the actual torque and the target torque.

12. The method of claim 3, wherein, Sending the power command to the vehicle's suspension system includes: A force command is sent to the suspension system to apply alternating positive and negative forces, thereby achieving fluctuating changes in the wheel load of the vehicle.

13. The method of claim 12, wherein, Sending drive commands to the vehicle's drive system includes: In response to detecting that the wheel load is less than the load threshold, a drive command is sent to the vehicle's drive system to realize the lateral movement of the vehicle.

14. The method of claim 13, wherein, The wheel load is determined based on the working force and the unsprung vertical acceleration of the suspension system.

15. The method of any one of claims 2 to 14, wherein, The target motion parameters include at least one of the following: target lateral velocity, target longitudinal velocity, target yaw rate, and target yaw angle.

16. The method of claim 15, wherein, Determining the target motion parameters of the vehicle based on the vehicle movement command includes: Obtain the initial target motion parameters determined based on environmental information; Based on the vehicle movement command and the initial target motion parameters, the target motion parameters of the vehicle are determined.

17. The method of claim 16, wherein, The vehicle movement command includes at least one of the following: actual longitudinal acceleration, actual lateral acceleration, and actual yaw rate.

18. The method of claim 17, wherein, The step of determining the target motion parameters of the vehicle based on the vehicle movement command and the initial target motion parameters includes: The initial target lateral velocity is low-pass filtered to obtain the filtered initial target lateral velocity. The actual lateral acceleration is subjected to high-pass filtering to obtain the filtered actual lateral acceleration; The target lateral velocity is obtained based on the filtered initial target lateral velocity and the filtered actual lateral acceleration.

19. The method of claim 17, wherein, The step of determining the target motion parameters of the vehicle based on the vehicle movement command and the initial target motion parameters includes: The initial target longitudinal velocity is subjected to low-pass filtering to obtain the filtered initial target longitudinal velocity. The actual longitudinal acceleration is subjected to high-pass filtering to obtain the filtered actual longitudinal acceleration; The target longitudinal velocity is obtained based on the filtered initial target longitudinal velocity and the filtered actual longitudinal acceleration.

20. The method of claim 17, wherein, The step of determining the target motion parameters of the vehicle based on the vehicle movement command and the initial target motion parameters includes: The initial target yaw angle is low-pass filtered to obtain the filtered initial target yaw angle. The actual yaw rate is subjected to high-pass filtering to obtain the filtered actual yaw rate; The target yaw angle is obtained based on the filtered initial target yaw angle and the filtered actual yaw rate.

21. The method of any one of claims 15 to 20, wherein, The drive command is used to instruct the target torque output by the drive system, and the target torque is determined based on the following method: Obtain the longitudinal velocity difference and the lateral velocity difference; the longitudinal velocity difference is the difference between the target longitudinal velocity and the preset longitudinal velocity; the lateral velocity difference is the difference between the target lateral velocity and the preset lateral velocity. The preset lateral speed and the preset longitudinal speed refer to the speed parameters of the vehicle under ideal conditions; The longitudinal velocity difference and the lateral velocity difference are input into the proportional-integral-derivative PID control system to obtain the compensation torque; The target torque is determined based on the compensation torque and the preset torque; The preset torque is determined based on the vehicle's motion parameters under ideal conditions.

22. The method of any one of claims 15 to 21, wherein, The steering command is used to indicate a target steering angle of the steering system, the target steering angle being determined based on the following method: Obtain the yaw angle difference; the yaw angle difference is the difference between the target yaw angle and the preset yaw angle; the preset yaw angle refers to the angle parameter of the vehicle under ideal conditions; The yaw angle difference is input into the PID control system to obtain the compensated steering angle; The target steering angle is determined based on the compensated steering angle and the preset steering angle; The preset steering angle is determined based on the vehicle's motion parameters under ideal conditions.

23. The method of any one of claims 3 to 21, wherein, The steering command and the driving command are used to enable the vehicle to perform a movement action, and the driving force command is used to assist the vehicle in performing the movement action; The motion action includes at least one of the following: lateral motion, longitudinal motion, turning motion, and rotation about the center of mass.

24. A vehicle movement control apparatus comprising: Processing components; The processing component is configured to control the vehicle's suspension system to apply force to the wheels in response to a vehicle movement command, thereby enabling vehicle movement; wherein the force is obtained according to the vehicle movement command.

25. A vehicle comprising: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the method according to any one of claims 1 to 23.

26. A computer readable storage medium having stored therein instructions, wherein, When the computer executes the instruction, the computer performs the method according to any one of claims 1 to 23.

27. A computer program product comprising instructions which, when executed on a computer, wherein, The computer performs the method according to any one of claims 1 to 23.

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