Vehicle drive control method

Abstract

A vehicle drive control method and apparatus, and a vehicle, an electronic device and a storage medium, which relate to the technical field of vehicles. The vehicle drive control method comprises: acquiring a system target torque of a vehicle; performing delay compensation processing on the system target torque to obtain a target torque control amount; and performing drive control on the vehicle on the basis of the target torque control amount.

Description

Vehicle drive control methods

[0001] Cross-references to related applications

[0002] This application is based on and claims priority to Chinese Patent Application No. 2025100998321, filed on January 20, 2025, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the technical fields of vehicles and signal delay, and more specifically, to a vehicle drive control method, device, vehicle, electronic device, and storage medium. Background Technology

[0004] In related technologies, the core focus of vehicle drive control schemes is mainly on the design of control strategies for drive / braking forces (especially regenerative braking in electric vehicles). These schemes, by employing optimized control algorithms, aim to maximize tire utilization, thereby ensuring vehicle stability and safety during driving.

[0005] However, these solutions often overlook a crucial issue during design and implementation: the application of both driving force and regenerative braking is inevitably affected by communication and other signal transmission delays. This signal transmission delay causes a phase delay between the control system's target value and the actual control value in the time domain. This delay results in untimely execution of control commands, thus affecting the real-time performance and accuracy of the control system. When the system receives a command to apply driving or braking force, the torque actually applied to the tires may not immediately reach the expected target value due to communication and other signal transmission delays, leading to a deviation in control performance. This deviation weakens the control system's performance to some extent, preventing the vehicle from achieving optimal control in complex road conditions or emergency situations. Summary of the Invention

[0006] Therefore, the purpose of this application is to provide a vehicle drive control method, device, vehicle, electronic device and storage medium to perform delay compensation processing on the system target torque so that the torque acting on the tires reaches the expected target value as much as possible, thereby improving the control accuracy of the vehicle control system and ensuring the real-time performance of the control system.

[0007] This application provides a vehicle drive control method, the method comprising: acquiring a system target torque of a vehicle; performing delay compensation processing on the system target torque to obtain a target torque control quantity; and performing drive control on the vehicle based on the target torque control quantity.

[0008] Another embodiment of this application provides a vehicle drive control device, the device comprising: an acquisition module for acquiring the system target torque of the vehicle; a compensation module for performing delay compensation processing on the system target torque to obtain a target torque control quantity; and a control module for performing drive control on the vehicle based on the target torque control quantity.

[0009] Another embodiment of this application provides a vehicle for implementing the steps of the method of any of the above embodiments.

[0010] Another embodiment of this application provides an electronic device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the method of any of the above embodiments.

[0011] Another embodiment of this application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method of any of the above embodiments.

[0012] Another embodiment of this application provides a computer program product, which includes instructions that, when executed by a processor of a computer device, enable the computer device to perform the steps of the method described in any of the above embodiments.

[0013] In the above embodiments, the vehicle drive control method includes: acquiring the system target torque of the vehicle; performing delay compensation processing on the system target torque to obtain a target torque control quantity; and performing drive control on the vehicle based on the target torque control quantity. The vehicle drive control method of this application performs delay compensation processing on the system target torque, solving the torque response delay problem caused by signal transmission, making vehicle drive control more precise and ensuring the real-time performance of the control system. Attached Figure Description

[0014] Figure 1 is a schematic diagram of the vehicle anti-skid drive control provided in the embodiment of this application;

[0015] Figure 2 is a schematic diagram of vehicle anti-skid drive control provided in another embodiment of this application;

[0016] Figure 3 is a schematic diagram of vehicle anti-skid drive control provided in another embodiment of this application;

[0017] Figure 4 is a schematic diagram of vehicle anti-skid drive control provided in another embodiment of this application;

[0018] Figure 5 is a flowchart of the vehicle drive control method provided in the embodiments of this application;

[0019] Figure 6 is a flowchart of the delay compensation process for the target torque of the system provided in the embodiment of this application;

[0020] Figure 7 is a flowchart of state feedback compensation control of the system target torque provided in an embodiment of this application;

[0021] Figure 8 is a flowchart of the vehicle anti-skid control provided in the embodiment of this application;

[0022] Figure 9 is a schematic diagram of the control system architecture provided in the embodiments of this application;

[0023] Figure 10 is a schematic diagram of a vehicle drive control device provided in an embodiment of this application;

[0024] Figure 11 is a block diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0025] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0026] In some examples, as shown in Figure 1, the vehicle driving anti-skid control method includes: acquiring vehicle driving data through onboard sensors and performing adhesion coefficient analysis using a preset filter algorithm to obtain a first adhesion coefficient estimate; acquiring road surface images through an onboard camera and performing recognition analysis using a preset image recognition neural network model to obtain a second adhesion coefficient estimate; performing credibility analysis based on the first and second adhesion coefficient estimates to obtain the road surface adhesion coefficient; performing fuzzy inference based on the road surface adhesion coefficient, the road surface utilization adhesion coefficient, and the actual vehicle slip rate using preset fuzzy rules to obtain the desired slip rate; and performing driving control based on the desired slip rate and the actual vehicle slip rate using a preset driving anti-skid controller.

[0027] In some examples, as shown in Figure 2, the method for improving drive anti-skid and braking anti-lock performance also includes: calculating the theoretical rotational speed of the vehicle center, the projected rotational speed of the wheels and the relative rotational speed difference, setting the rotational speed difference threshold and the tire pressure adjustment coefficient, calculating the target tire pressure and the dynamic instantaneous target tire pressure, and calculating the inflation speed. Finally, inflation or deflation is performed based on the inflation speed of each wheel to improve drive anti-skid and braking anti-lock performance.

[0028] In some examples, as shown in Figure 3, the vehicle may include a left drive wheel and a right drive wheel, each equipped with an EPB motor. The EPB motors of the left and right drive wheels are electrically connected to their respective brake calipers via wires. The control method further includes: activating the TCS when wheel slippage is detected; and when wheel-end braking is required, controlling the EPB motor on the slipping drive wheel via the TCS to drive its brake caliper to clamp the brake disc on the slipping drive wheel, thereby achieving wheel-end braking.

[0029] In some examples, as shown in Figure 4, the vehicle drive anti-slip control method further includes: determining whether the drive wheels meet the wheel vibration condition; determining a target slip ratio based on the wheel vibration determination result, wherein the target slip ratio corresponding to the absence of wheel vibration in the drive wheels is less than the target slip ratio corresponding to the presence of wheel vibration in the drive wheels; and, if the slip ratio of the drive wheels is greater than the target slip ratio, performing drive anti-slip control on the drive wheels through the vehicle's drive anti-slip control system. When the drive wheels meet the wheel vibration condition, increasing the target slip ratio of the TCS prevents the vehicle from mistakenly triggering the TCS due to wheel speed vibration, allowing the vehicle to accelerate as expected by the driver.

[0030] These solutions often overlook a crucial issue during design and implementation: the application of both driving force and regenerative braking is inevitably affected by communication and other signal transmission delays. This delay causes a phase lag between the control system's target value and the actual control value in the time domain. This delay results in untimely execution of control commands, affecting the real-time performance and accuracy of the control system. When the system receives a command to apply driving or braking force, the torque actually applied to the tires may not immediately reach the expected target value due to communication and other signal transmission delays, leading to a deviation in control performance. This deviation weakens the control system's performance to some extent, preventing the vehicle from achieving optimal control in complex road conditions or emergency situations.

[0031] Based on this, in order to further improve the performance of the control system, this application optimizes the torque response delay caused by signal transmission delay, so as to design a more efficient and accurate drive anti-slip control strategy to ensure that the vehicle can maintain good stability and safety under various driving conditions.

[0032] Figure 5 is a flowchart of a vehicle drive control method according to an embodiment of this application.

[0033] As an example, as shown in Figure 5, the vehicle drive control method includes:

[0034] S501, obtain the vehicle's system target torque.

[0035] S502 performs delay compensation processing on the system target torque to obtain the target torque control quantity.

[0036] S503 performs drive control on the vehicle based on the target torque control amount.

[0037] For example, the system target torque can be calculated by the vehicle control system based on information such as the current driving state and driving intention. Under normal circumstances, the vehicle control system transmits the system target torque to the actuators (such as motors and engines) and converts it into actual driving torque output. In this process, a phase lag or offset occurs, mainly caused by three factors: first, the delay in the communication system, i.e., the time lag that may be encountered when the command signal is transmitted between the control unit and the actuator; second, the complexity and processing speed of the drive-by-wire control algorithm, where complex algorithm processing consumes additional time, resulting in insufficient command response; and third, the mechanical backlash and dynamic response characteristics of the drive mechanism itself, ultimately manifesting as a delay time exceeding 0.2 seconds. These physical factors also slow down the immediacy of the actual torque output. The direct impact of torque response delay is that it causes an asynchrony between the theoretical target driving torque value and the actual execution time. Under extreme or demanding driving conditions, this asynchrony is particularly significant, potentially causing the drive axle or wheels to slip due to insufficient torque support in time. Slippage not only reduces the effective traction between the tires and the ground, but also increases the vehicle's energy consumption and wear, which in turn negatively affects the vehicle's overall power performance, including reduced acceleration and decreased handling stability, thereby worsening the driving experience and vehicle safety.

[0038] For example, to solve this problem, this application, after obtaining the system target torque, performs delay compensation processing on the system target torque to obtain the target torque control quantity. It can be understood that the target torque control quantity is the torque after delay compensation. The vehicle control system outputs the target torque control quantity and performs drive control on the vehicle based on the target torque control quantity.

[0039] The delay compensation process in this application solves the problem of torque response delay caused by signal transmission delay, making vehicle drive control more precise.

[0040] As an example, as shown in Figure 6, delay compensation processing is performed on the system target torque to obtain the target torque control quantity, including:

[0041] S601 performs delay compensation processing on the target torque of the system based on the preset control system to obtain the target compensation amount.

[0042] S602, the target torque control quantity is obtained based on the target compensation quantity.

[0043] For example, this application designs a control system to control the target torque of the system. Based on the preset control system, the target torque of the system is subjected to delay compensation processing to obtain the target compensation amount. It can be understood that the target compensation amount is the system output of the preset control system. The target torque control amount is obtained based on the target compensation amount so that the vehicle can be driven according to the target torque control amount to ensure the real-time performance of the control system.

[0044] This application considers multiple factors and designs various types of delay compensation processes when performing delay compensation on the system's target torque, such as state feedback compensation and feedforward compensation. The delay compensation processes are described in detail below.

[0045] As an example, the target compensation amount includes a first compensation amount, the preset control system includes an augmented control system, the delay compensation processing includes state feedback compensation processing, and the target compensation amount is obtained by performing delay compensation processing on the target torque of the system based on the preset control system, including: performing state feedback compensation processing on the target torque of the system based on the augmented control system to obtain the first compensation amount.

[0046] For example, this application addresses the drive torque delay problem by establishing an augmented system for optimal design. Based on the augmented control system, state feedback compensation processing is performed on the system's target torque to obtain a first compensation amount.

[0047] The following is a detailed explanation of the optimal design for establishing an augmenting system.

[0048] As an example, as shown in Figure 7, state feedback compensation control is performed on the target torque of the system based on the augmented control system to obtain the first compensation amount, which includes:

[0049] S701, determine the first relationship between the system input and system output of the augmented control system, and discretize the first relationship to obtain the augmented control system model.

[0050] S702 determines a second relationship between system output and state feedback based on tire characteristics, and determines a cost function based on the second relationship.

[0051] S703 processes the cost function based on the augmented control system model to minimize the cost function, and determines the system output corresponding to the minimization of the cost function as the first compensation quantity.

[0052] For example, the error *e* of an augmented control system can be defined as the difference between the target torque and the actual torque. It can be understood that an augmented control system is an automatic control system whose purpose is to minimize the error *e*. New state variables are then introduced based on the error *e*. Among them, T rdFor the target drive torque control quantity, it can be understood that T rd This is the control quantity u of the augmented control system. The target drive torque control increment is ΔT. rd .

[0053] For example, a first relationship between the system input and system output of the augmented control system is determined. This first relationship can be approximated by a first-order inertial system to represent the torque response delay, as shown in the following equation: τT sys =-T r +T rd

[0054] Where τ is the time constant, which can be set to 0.2, T r The actual system torque after torque delay, T sys The target torque value calculated for the system controller. It can be understood that T... sys The target torque T is calculated for the vehicle system. r This refers to the torque that actually reaches the actuator after signal delays and other factors.

[0055] For example, the first relation is discretized to obtain the augmented control system model. For a first-order inertial continuous system, the first-order Euler forward method can be used for discretization to obtain the discrete expression of the first relation, as shown in the following equation:

[0056] Among them, T t The communication period can be set to 0.005s, where k and k+1 represent the k-th and k+1-th sampling times, respectively. Furthermore, the incremental target drive torque control quantity and the target drive torque control quantity have the following relationship: T rd (k)=T rd (k-1)+ΔT rd

[0057] Substituting the relationship between the target drive torque control increment and the target drive torque control quantity into the discrete expression of the first relationship above, we obtain the following expression:

[0058] Ignore distractors The augmented control system model is obtained as follows:

[0059] It is understandable that in the augmented control system model, x represents the system state, and u represents the control input, where...

[0060] For example, a second relationship between the system output and the state feedback is determined based on tire characteristics, and a cost function is determined based on this second relationship. The tire characteristics can be linear, and the second relationship between the system output and the state feedback can also be linear, as shown below:

[0061] Where K is the feedback matrix, and u1 is the first compensation amount. This is an augmented form of the system control matrix. Let Q be the augmented form of the system control matrix, and let R be the enhanced diagonal matrix of the augmented system.

[0062] Based on the second relation, the cost function is determined, and the system's performance index can be designed based on the linear quadratic optimal control algorithm. The cost function is shown in the following equation:

[0063] Where Q and R are weighted diagonal matrices, representing the weights of the state and control variables, respectively.

[0064] The cost function is processed based on the augmented control system model to minimize it, and the system output corresponding to the minimization of the cost function is determined as the first compensation quantity. It can be understood that the core of the linear quadratic optimal control algorithm is to find a feedback matrix K that minimizes the cost function J. The minimum cost function J yields the feedback matrix K, and thus the optimal control law u1 (i.e., the first compensation quantity).

[0065] As an example, the cost function includes at least one of state weights and control weights, the tire characteristics include at least one of linear characteristics and nonlinear characteristics, the second relationship corresponds one-to-one with the tire characteristics, and the cost function is processed based on the augmented control system model to minimize the cost function, including: adjusting at least one of the state weights and control weights based on the augmented control system model and the tire characteristics to minimize the cost function.

[0066] For example, the state weight of the cost function is Q, and the control weight of the cost function is R, where both Q and R are diagonal matrices. Tire characteristics include at least one of linear and nonlinear features. For the processing of tire nonlinear characteristics, the tire longitudinal force calculated from the linear tire lateral stiffness can be used. This application addresses the problem of tire characteristic changes at high and low speeds by dividing tire characteristics into linear and nonlinear regions, and designing Q and R weight matrices for different tire characteristics to minimize the cost function and achieve optimal control.

[0067] As an example, the target compensation amount includes a second compensation amount, the delay compensation process includes interference compensation process, and the target compensation amount is obtained by performing delay compensation control on the system target torque based on the preset control system, including: performing interference compensation control on the system target torque based on the preset control system to obtain the second compensation amount.

[0068] For example, this application can also design feedforward compensation in a preset control system for disturbance compensation control of the system target torque. Based on the disturbance compensation control of the system target torque by the preset control system, a second compensation amount is obtained.

[0069] As an example, the second compensation amount is obtained by performing disturbance compensation processing on the target torque of the system based on the preset control system, including: determining the third relationship between the system input and the system disturbance based on the preset control system, and processing the target torque of the system based on the third relationship to obtain the second compensation amount.

[0070] For example, this application can also process the system disturbance variables by introducing a series compensation term for disturbance compensation. It should be noted that the disturbance compensation can be processed based on the aforementioned state feedback. For instance, according to the aforementioned standard optimal control law, the full-state feedback quantity is calculated, and then the disturbance term is modeled based on the series compensation to calculate the feedforward compensation quantity. The third relationship between system input and system disturbance is shown in the following equation:

[0071] Among them, A d For the ideal rear wheel reference model transition matrix, [β] d r d ] T =A d δ f ,β d r d These represent the reference yaw rate and the sideslip angle of the center of mass in an ideal two-degree-of-freedom model, respectively, δ f Let C be the front wheel steering angle, C be the system output matrix, and A be the system control matrix.

[0072] Based on the third relationship, the system target torque T sys The process is performed to obtain the second compensation amount, which is u2.

[0073] As an example, the target compensation amount includes a third compensation amount, which is obtained by performing delay compensation processing on the system target torque based on the preset control system, including: performing delay compensation processing on the system target torque based on the preset control system, and determining the system output at the previous moment as the third compensation amount.

[0074] For example, the standard compensation quantity also includes a third compensation quantity, which can be the system output at the previous moment, as shown in the following formula: u3=Trd (k-1)

[0075] Among them, u3 is the third compensation amount.

[0076] This application proposes a variable-weight linear quadratic optimal control strategy based on an augmented system model. By introducing the target value of the driving torque and the predicted actual value of the driving torque at the next moment into the system error model, this strategy solves the torque response delay problem caused by communication hardware and other factors without the need for additional hardware, thus ensuring the real-time performance of the control system.

[0077] As an example, the target compensation amount includes at least one of the first compensation amount, the second compensation amount, and the third compensation amount. The target torque control amount is obtained based on the target compensation amount, including: determining the sum of any one or more of the first compensation amount, the second compensation amount, and the third compensation amount as the target torque control amount.

[0078] For example, the target compensation amount may include at least one of a first compensation amount, a second compensation amount, and a third compensation amount. The target torque control amount is obtained based on the target compensation amount. Any one of the first, second, and third compensation amounts can be used as the target torque control amount, or a combination of the above-mentioned compensation methods can be used, with the sum of the first, second, and third compensation amounts taken as the final target torque control amount, as shown in the following formula:

[0079] T = u1 + u2 + u3

[0080] Where T is the target torque control quantity, u1 is the first compensation quantity, u2 is the second compensation quantity, and u3 is the third compensation quantity.

[0081] It is understandable that the controller calculates the target torque value T. sys The aforementioned delay compensation control system outputs the target drive torque control quantity T to the actuator (e.g., motor, engine). The target drive torque control quantity T is the torque after torque compensation, which makes the control accuracy higher.

[0082] As an example, as shown in Figure 8, the vehicle drive control method also includes:

[0083] S801: Obtain vehicle status information and calculate the slip ratio of the drive wheels based on the vehicle status information.

[0084] S802 predicts the wheel slippage trend based on slip ratio and determines the system target torque based on the slippage trend.

[0085] For example, the above-described system target torque delay processing can be applied to a vehicle anti-skid control system. In vehicle anti-skid control, vehicle state information is first acquired, including vehicle speed, wheel speed, acceleration, and steering angle. Vehicle speed, wheel speed, acceleration, and steering angle information can be collected by various types of sensors. The slip ratio of the drive wheels is calculated based on the vehicle state information. For example, the slip ratio of the drive wheels is calculated based on data collected by wheel speed sensors and vehicle speed sensors, where slip ratio = (wheel speed - vehicle speed) / vehicle speed. A filtering algorithm can also be used to smooth the slip ratio to eliminate noise interference.

[0086] For example, the wheel slippage trend is predicted based on the slip ratio, and the drive / braking force is adjusted in advance to reduce system delay. The vehicle anti-skid control system outputs the system target torque, and the torque delay processing described above is used to perform delay compensation processing on the system target torque to obtain the target drive torque control amount. Anti-skid control of the vehicle is then performed based on this target drive torque control amount.

[0087] As an example, the vehicle drive control method further includes: acquiring vehicle operating condition information, and determining the system target torque based on the vehicle operating condition information and the slip trend, wherein the system target torque includes at least one of the drive torque of the corresponding drive wheel and the braking torque of the corresponding brake wheel.

[0088] For example, the driving force of the drive wheels can be reasonably distributed based on the driving / braking force requirements output by the control strategy, combined with the actual operating conditions of the vehicle (such as the remaining battery power, drive motor performance, etc.).

[0089] It should be noted that the above-described drive control scheme based on torque delay compensation is an example. In anti-slip torque control, the above-described torque delay compensation control can be used. Other types of torque control can also use the above-described torque delay compensation control.

[0090] Figure 9 is a schematic diagram of the control system architecture of one embodiment of this application.

[0091] As shown in Figure 9, the vehicle control system obtains the target torque based on the vehicle state and the driver's target input. This application performs delay compensation processing on the target torque, considering multiple factors. A full-state feedback is designed to address the tire's nonlinear characteristics, yielding a first compensation amount u1. For disturbance variables, a series feedforward compensation is designed, yielding a second compensation amount u2. A third compensation amount u3 is designed based on the control quantity from the previous moment. Finally, the first compensation amount u1, the second compensation amount u2, and the third compensation amount u3 are combined to compensate for the system target torque, resulting in the final target torque control amount T = u1 + u2 + u3. The torque ultimately received by the actuator of the vehicle control system (e.g., motor, engine) is the target torque control amount. This solves the problem of torque response delay caused by signal transmission delay, making vehicle drive control more precise and ensuring the real-time performance of the control system.

[0092] This application also proposes a vehicle drive control device.

[0093] As an example, as shown in Figure 10, the vehicle drive control device is characterized by: an acquisition module 1001 for acquiring the system target torque of the vehicle; a compensation module 1002 for performing delay compensation processing on the system target torque to obtain a target torque control amount; and a control module 1003 for performing drive control on the vehicle based on the target torque control amount.

[0094] This application also proposes a vehicle for implementing the above-described vehicle drive control method.

[0095] This application also proposes a computer-readable storage medium.

[0096] In this embodiment, a computer program is stored on a computer-readable storage medium, and when the computer program is executed by a processor, it implements the steps of the vehicle drive control method described above.

[0097] Figure 11 is a block diagram of an electronic device provided in an embodiment of this application.

[0098] This application provides an electronic device, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described vehicle drive control method.

[0099] As shown in Figure 11, for ease of understanding, an embodiment of this application illustrates a specific electronic device.

[0100] Electronic devices are intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. Electronic devices can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the present disclosure described and / or claimed herein.

[0101] As shown in Figure 11, the device includes a computing unit 1101, which can perform various appropriate actions and processes based on a computer program stored in a read-only memory (ROM) 1102 or a computer program loaded into a random access memory (RAM) 1103 from a storage unit 1108. The RAM 1103 may also store various programs and data required for the operation of the electronic device. The computing unit 1101, ROM 1102, and RAM 1103 are interconnected via a bus 1104. An input / output (I / O) interface 1105 is also connected to the bus 1104.

[0102] Multiple components in the electronic device are connected to the I / O interface 1105. These components include: an input unit 1106, such as a keyboard or mouse; an output unit 1107, such as various types of displays or speakers; a storage unit 1108, such as a hard disk or optical disk; and a communication unit 1109, such as a network interface card (NIC), a modem, or a wireless transceiver. The communication unit 1109 allows the electronic device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0103] The computing unit 1101 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the computing unit 1101 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. The computing unit 1101 performs the various methods described above, such as vehicle drive control methods. For example, in some embodiments, the vehicle drive control method may be implemented as a computer software program tangibly contained in a machine-readable medium, such as storage unit 1108. In some embodiments, part or all of the computer program may be loaded and / or installed on an electronic device via ROM 1102 and / or communication unit 1109. When the computer program is loaded into RAM 1103 and executed by the computing unit 1101, the vehicle drive control method described above can be executed. Alternatively, in other embodiments, the computing unit 1101 may be configured to perform the vehicle drive control method by any other suitable means (e.g., by means of firmware).

[0104] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequential list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this application, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: electrical connections (electronic devices) having one or more wires, portable computer disk drives (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which programs can be printed, because programs can be obtained electronically, for example, by optically scanning the paper or other media, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.

[0105] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0106] In the description of this application, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this application, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0107] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and 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, and therefore should not be construed as a limitation of this application.

[0108] Furthermore, the terms "first," "second," etc., used in the embodiments of this application are for descriptive purposes only and should not be construed as indicating or implying relative importance, or implicitly specifying the number of technical features indicated in this embodiment. Therefore, features defined with terms such as "first" and "second" in the embodiments of this application can explicitly or implicitly indicate that the embodiment includes at least one of those features. In the description of this application, the word "multiple" means at least two or more, such as two, three, four, etc., unless otherwise explicitly and specifically defined in the embodiments.

[0109] In this application, unless otherwise explicitly specified or limited in the embodiments, the terms "installation," "connection," "joining," and "fixing" appearing in the embodiments should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral part; it can also be a mechanical connection, an electrical connection, etc. Of course, it can also be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication between two components, or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific implementation.

[0110] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0111] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A vehicle drive control method, characterized in that, The method includes: Obtain the vehicle's system target torque; The target torque of the system is subjected to delay compensation processing to obtain the target torque control quantity; The vehicle is driven based on the target torque control value.

2. The vehicle drive control method according to claim 1, characterized in that, The delay compensation process for the target torque of the system to obtain the target torque control quantity includes: Based on the preset control system, the target torque of the system is subjected to delay compensation processing to obtain the target compensation amount; The target torque control quantity is obtained based on the target compensation quantity.

3. The vehicle drive control method according to claim 2, characterized in that, The target compensation amount includes a first compensation amount, the preset control system includes an augmentation control system, the delay compensation processing includes state feedback compensation processing, and the delay compensation processing of the system target torque based on the preset control system to obtain the target compensation amount includes: Based on the augmented control system, state feedback compensation processing is performed on the target torque of the system to obtain the first compensation amount.

4. The vehicle drive control method according to claim 3, characterized in that, The state feedback compensation control of the target torque of the system based on the augmented control system to obtain the first compensation amount includes: A first relationship between the system input and system output of the augmented control system is determined, and the first relationship is discretized to obtain the model of the augmented control system. A second relationship between system output and state feedback is determined based on tire characteristics, and a cost function is determined based on the second relationship. The cost function is processed based on the augmented control system model to minimize the cost function, and the system output corresponding to the minimization of the cost function is determined as the first compensation amount.

5. The vehicle drive control method according to claim 4, characterized in that, The cost function includes at least one of state weights and control quantity weights, the tire characteristics include at least one of linear characteristics and nonlinear characteristics, the second relationship corresponds one-to-one with the tire characteristics, and the step of processing the cost function based on the augmented control system model to minimize the cost function includes: Based on the augmented control system model and the tire characteristics, at least one of the state weights and the control quantity weights is adjusted to minimize the cost function.

6. The vehicle drive control method according to any one of claims 2-5, characterized in that, The target compensation amount includes a second compensation amount, the delay compensation processing includes interference compensation processing, and the delay compensation control of the system target torque based on the preset control system to obtain the target compensation amount includes: The target torque of the system is subjected to interference compensation control based on the preset control system to obtain the second compensation amount.

7. The vehicle drive control method according to claim 6, characterized in that, The interference compensation process performed on the target torque of the system based on the preset control system to obtain the second compensation amount includes: A third relationship between system input and system disturbance is determined based on a preset control system. The target torque of the system is then processed based on this third relationship to obtain a second compensation amount.

8. The vehicle drive control method according to any one of claims 2-7, characterized in that, The target compensation amount includes a third compensation amount. The process of performing delay compensation processing on the target torque of the system based on a preset control system to obtain the target compensation amount includes: Based on the preset control system, the system target torque is processed by delay compensation, and the system output at the previous moment is determined as the third compensation amount.

9. The vehicle drive control method according to any one of claims 2-8, characterized in that, The target compensation amount includes at least one of a first compensation amount, a second compensation amount, and a third compensation amount, and obtaining the target torque control amount based on the target compensation amount includes: The sum of any one or more of the first compensation amount, the second compensation amount, and the third compensation amount is determined as the target torque control amount.

10. The vehicle drive control method according to any one of claims 1-9, characterized in that, The method further includes: Obtain vehicle status information and calculate the slip ratio of the drive wheels based on the vehicle status information; The slip ratio is used to predict the wheel slip trend, and the slip trend is used to determine the system target torque.

11. The vehicle drive control method according to claim 10, characterized in that, The method further includes: The system obtains vehicle operating condition information and determines the system target torque based on the vehicle operating condition information and the slip trend, wherein the system target torque includes at least one of the driving torque of the corresponding drive wheel and the braking torque of the corresponding brake wheel.

12. A vehicle drive control device, characterized in that, The device includes: The acquisition module acquires the vehicle's system target torque; The compensation module is used to perform delay compensation processing on the target torque of the system to obtain the target torque control quantity; The control module is used to drive the vehicle based on the target torque control amount.

13. A vehicle, characterized in that, The vehicle is used to implement the steps of the method according to any one of claims 1-11.

14. An electronic device, characterized in that, The method includes a memory and a processor, the memory storing a computer program, characterized in that the processor executes the computer program to implement the steps of the method according to any one of claims 1-11.

15. A computer-readable storage medium, characterized in that, It stores a computer program thereon, which, when executed by a processor, implements the steps of the method described in any one of claims 1-11.

Images