Vehicle control method and related apparatus

Abstract

A vehicle control method, comprising: when a steering wheel of a first vehicle (100) reaches a maximum steering angle, receiving a first instruction, and in response to the first instruction, controlling an increase in a torque output by a first electric motor, wherein the first instruction is used for indicating the triggering of redistribution of an electric motor torque of the first vehicle, and the torque output by the first electric motor is used for acting on at least one wheel of a rear drive axle, so as to increase a rear-wheel steering angle of the first vehicle. Further provided are a vehicle control apparatus, a chip, a terminal, a computer-readable storage medium and a computer program product. The present method can increase an actual rear-wheel steering angle of a vehicle during traveling, and satisfy traveling scenarios requiring rear-wheel steering, such as crab-walking, thereby improving the steering performance of the vehicle.

Description

Vehicle control methods and related devices Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle control method and related apparatus. Background Technology

[0002] As vehicles increasingly focus on incremental performance optimization and feature development, the use of rear-wheel steering is becoming more prevalent. Rear-wheel steering allows for a smaller turning radius while also providing additional movement modes such as lateral movement. Furthermore, distributed drive configurations, with their multiple drive units, require the longitudinal force demands of the entire vehicle to be distributed across different drive units. By allocating the output of different drive units to meet the driver's driving needs for various specific driving scenarios, performance and user experience can be optimized in detailed situations.

[0003] Taking the lateral movement (crab mode) driving scenario as an example, the driving / braking torque can be proportionally distributed between the front axle and the rear axle, which can meet the driver's driving needs while optimizing the performance and experience of the lateral movement driving scenario.

[0004] However, limited by the upper limit of the rear wheel mechanical steering angle, the actual rear wheel steering effect of the vehicle may not meet the driving scenarios that require rear wheel steering, such as lateral movement, and the vehicle's steering performance needs to be improved. Summary of the Invention

[0005] This application provides a vehicle control method and related device, which can increase the actual rear wheel steering angle of the vehicle, meet the driving scenarios that require rear wheel steering, such as lateral movement, and improve the vehicle's steering performance.

[0006] In a first aspect, embodiments of this application provide a vehicle control method applied to a first vehicle, the first vehicle including at least a first motor for driving at least one wheel of the rear drive axle of the first vehicle. The vehicle control method includes: when the steering wheel of the first vehicle reaches its maximum turning angle, receiving a first command, and in response to the first command, controlling an increase in the torque output of the first motor. The first command is used to instruct a redistribution of the motor torque of the first vehicle, and the torque output by the first motor is used to act on at least one wheel of the rear drive axle to increase the rear wheel steering angle of the first vehicle.

[0007] This application provides a vehicle control method. In driving scenarios requiring rear-wheel steering, such as lateral movement, when the maximum steering angle of the vehicle's steering wheel is insufficient to meet the vehicle's steering needs, the method can control and increase the torque output of a first motor, acting on at least one wheel of the rear drive axle to increase the rear-wheel steering angle of the first vehicle. Through this application, the actual rear-wheel steering angle of the vehicle can be increased, meeting the needs of driving scenarios requiring rear-wheel steering, such as lateral movement, and improving the vehicle's steering performance.

[0008] In one possible implementation, the aforementioned control to increase the torque of the first motor can be achieved, specifically through methods including but not limited to: acquiring the current first torque of the first motor, the current speed of the first vehicle, the target yaw rate of the first vehicle, and the actual yaw rate of the first vehicle; correcting the first torque based on the actual yaw rate, the target yaw rate, and the current speed of the first vehicle to obtain a second torque; controlling the first motor to output the second torque, which is used to act on at least one wheel of the rear drive axle to increase the rear wheel steering angle of the first vehicle.

[0009] In this embodiment, the first torque of the first motor can be considered as feedforward control for a distributed drive motor vehicle. The target yaw rate of the first vehicle can be considered as the desired yaw rate of the first vehicle. Since the target yaw rate is determined by the desired trajectory of the first vehicle and its environment, the wheel speed can be determined based on the target yaw rate and the current speed of the first vehicle, and thus the value of the second torque applied to at least one wheel of the rear drive axle can be determined. Therefore, in driving scenarios requiring rear-wheel steering, such as lateral movement, the feedforward control can be corrected and compensated based on the feedback control of the actual yaw rate and the target yaw rate, and the torque of each motor can be independently distributed to achieve yaw control of the vehicle's steering characteristics characterized by the target yaw rate. This can increase the actual rear-wheel steering angle of the vehicle, meet the requirements of driving scenarios requiring rear-wheel steering, such as lateral movement, and improve the vehicle's steering performance.

[0010] In one possible implementation, when a first torque is applied to at least one wheel of the rear drive axle, the rear wheel steering angle of the first vehicle is a first angle. When a second torque is applied to at least one wheel of the rear drive axle, the rear wheel steering angle of the first vehicle is a second angle. The second angle is greater than the first angle.

[0011] In this embodiment, the rear wheel steering angle under feedforward control of the first vehicle is a first angle. Due to wear and tear on the first vehicle itself, leading to feedforward control errors, or because the first vehicle is limited by the upper limit of the rear wheel mechanical rotation angle, the rear wheel steering angle under feedforward control may not meet the vehicle steering characteristics characterized by the target yaw rate. However, in this embodiment, the rear wheel steering angle under yaw control after feedback control correction and compensation based on the actual yaw rate and the target yaw rate is a second angle, which is larger than the rear wheel steering angle under feedforward control. This increases the virtual rear wheel steering angle of the first vehicle, i.e., increases the actual rear wheel steering angle of the vehicle during driving, thus meeting the vehicle steering characteristics characterized by the target yaw rate. This satisfies driving scenarios requiring rear wheel steering, such as lateral movement, and improves the vehicle's steering performance.

[0012] In one possible implementation, the target yaw rate is determined by the desired trajectory of the first vehicle and the environment in which the first vehicle is located.

[0013] In this embodiment, the target yaw rate can be considered as the desired yaw rate of the first vehicle. The desired driving trajectory can be obtained through navigation path planning, and the environment in which the first vehicle is located can be obtained through the perception module sensing environmental information. Through this embodiment, the desired yaw rate of the first vehicle can be determined from the desired driving trajectory and the environment in which it is located. Based on the vehicle steering characteristics characterized by the steering angle as the optimization objective, and without exceeding the upper limit of the virtual steering angle of the first vehicle, the desired yaw rate for different desired driving trajectories and environments can be optimized and solved to meet the driving scenarios requiring rear-wheel steering, such as lateral movement.

[0014] In one possible implementation, the first torque is determined by the steering wheel angle of the first vehicle and the speed of the first vehicle.

[0015] In this embodiment, the first torque of the first motor can be considered as feedforward control for a distributed drive motor vehicle. Through the embodiments of this application, feedforward control at different vehicle speeds and steering wheel angles can be optimized and solved, enabling vehicle control under different driving scenarios.

[0016] In one possible implementation, receiving the first instruction can be achieved in ways including but not limited to: receiving the first instruction when a first condition is met. The first condition includes: the duration for which the speed of the first vehicle is greater than or equal to a first speed threshold is greater than or equal to a duration threshold; the steering wheel angle of the first vehicle is greater than or equal to a first steering angle threshold; the motor torque distribution function of the first vehicle is enabled; and the chassis stability function of the first vehicle is not triggered.

[0017] In this embodiment, the first condition can be understood as the activation condition of the motor torque redistribution function. The chassis stability function of the first vehicle may include, but is not limited to, functions such as anti-lock braking system (ABS), traction control system (TCS), and electronic stability control (ESC). Through the embodiments of this application, when the first condition is met, the first instruction is received, which can trigger the motor torque redistribution function, correct and compensate feedforward control, and realize yaw control of the vehicle steering characteristics characterized by the target yaw rate. This can increase the actual rear wheel steering angle of the vehicle, meet the driving scenarios that require rear wheel steering, such as lateral movement, and improve the vehicle's steering performance.

[0018] In one possible implementation, the vehicle control method described above may further include, but is not limited to, the following steps: obtaining the target wheel speed and actual wheel speed of the first vehicle, and determining the slip ratio of the first vehicle based on the target wheel speed and actual wheel speed. The method of correcting the first torque to obtain the second torque based on the actual yaw rate, the target yaw rate, and the current speed of the first vehicle can be implemented in ways including but not limited to: when the slip ratio is greater than a first threshold, correcting the first torque to obtain the second torque based on the slip ratio, the actual yaw rate, the target yaw rate, and the current speed of the first vehicle.

[0019] In this embodiment, the target wheel speed of the first vehicle can be understood as the desired wheel speed of the first vehicle. In driving scenarios such as lateral movement that require rear-wheel steering, when the slip ratio of the first vehicle is greater than a first threshold, based on the slip ratio and feedback control of the actual yaw rate and the target yaw rate, combined with correction compensation feedforward control, the torque of each motor can be independently allocated. This can achieve yaw control of the vehicle's steering characteristics, characterized by the target yaw rate, while increasing the actual rear-wheel steering angle of the vehicle, ensuring vehicle steering stability, achieving the pre-control effect of vehicle slip, meeting the driving scenarios such as lateral movement that require rear-wheel steering, and improving the vehicle's steering performance.

[0020] Optionally, the actual wheel speed of the first vehicle can be determined by acquiring the wheel speeds of the inner wheels of each axle, thereby improving the effectiveness of vehicle slip feedback control.

[0021] In one possible implementation, the target wheel speed is determined by the steering wheel angle of the first vehicle, the speed of the first vehicle, and a preset steering characteristic.

[0022] In this embodiment, the target wheel speed of the first vehicle can be understood as the desired wheel speed of the first vehicle. The preset steering characteristics can be obtained from the vehicle dynamics model. Through the embodiments of this application, based on the vehicle slip characteristics characterized by wheel speed as the optimization target, the desired wheel speeds at different vehicle speeds and steering wheel angles can be optimized and solved by the preset steering characteristics. This satisfies the driving scenarios requiring rear wheel steering, such as lateral movement, while ensuring the stability of vehicle steering and achieving the pre-control effect of vehicle slippage.

[0023] In one possible implementation, the vehicle control method described above may further include, but is not limited to, the following steps: when the first motor outputs a second torque, receiving a second command, and in response to the second command, controlling the torque output by the first motor to restore to the first torque. The second command is used to instruct the redistribution of the motor torque that triggers the exit from the first vehicle.

[0024] In this embodiment, when the second instruction is received, the motor torque redistribution function can be triggered to restore the torque of each drive motor to the feedforward control before correction and compensation, and exit the driving functions that require rear wheel steering, such as lateral movement, while realizing vehicle control under different driving scenarios, ensuring vehicle stability and improving vehicle driving safety.

[0025] In one possible implementation, receiving the second instruction can be achieved in ways including but not limited to: receiving the second instruction when a second condition is met. The second condition includes at least one of the following: the speed of the first vehicle is less than a second speed threshold; the steering wheel angle of the first vehicle is less than a second steering angle threshold; the motor torque distribution function of the first vehicle is off; and the chassis stability function of the first vehicle is triggered.

[0026] In this embodiment, the second condition can be understood as the exit condition for the motor torque redistribution function. The chassis stability function of the first vehicle may include, but is not limited to, functions such as anti-lock braking system (ABS), traction control system (TCS), and electronic stability control (ESC). Through the embodiments of this application, when the second condition is met, a second command is received, which can trigger the exit of the motor torque redistribution function, restoring the torque of each drive motor to the feedforward control before correction and compensation, realizing vehicle control under different driving scenarios, ensuring vehicle stability, and improving vehicle driving safety.

[0027] Secondly, embodiments of this application provide a vehicle control device, which includes a unit for performing the method as described in any of the first aspects.

[0028] In one possible design, the device includes:

[0029] The communication unit is used to receive a first command when the steering wheel of the first vehicle reaches its maximum turning angle. The first command is used to instruct the redistribution of the motor torque that triggers the first vehicle.

[0030] The processing unit is configured to respond to a first instruction by controlling and increasing the torque output of the first motor, the torque output of the first motor being applied to at least one wheel of the rear drive axle to increase the rear wheel steering angle of the first vehicle.

[0031] Regarding the processing unit and communication unit described in the second aspect and any possible implementation, the steps performed thereon can be referred to the corresponding implementations in the first aspect.

[0032] For the technical effects of the second aspect and any possible implementation, please refer to the description of the technical effects corresponding to the first aspect and the corresponding implementation.

[0033] Optionally, in the vehicle control device described in the second aspect above and any possible embodiment:

[0034] In one implementation, the vehicle control device is a vehicle control equipment. When the vehicle control device is a vehicle control equipment, the communication unit can be a transceiver or an input / output interface; the processing unit can be at least one processor. Optionally, the transceiver can be a transceiver circuit. Optionally, the input / output interface can be an input / output circuit.

[0035] In another implementation, the vehicle control device is a chip (system) or circuit used in vehicle control equipment. When the vehicle control device is a chip (system) or circuit used in vehicle control equipment, the communication unit can be a communication interface (input / output interface), interface circuit, output circuit, input circuit, pins, or related circuits on the chip (system) or circuit; the processing unit can be at least one processor, processing circuit, or logic circuit.

[0036] Thirdly, embodiments of this application provide a vehicle control device including a processor. The processor is coupled to a memory and can be used to execute instructions in the memory to implement the methods described in the first aspect and any of the possible implementations. Optionally, the vehicle control device further includes a memory. Optionally, the vehicle control device further includes a communication interface, and the processor is coupled to the communication interface.

[0037] Fourthly, embodiments of this application provide a chip, including: logic circuitry and a communication interface. The communication interface is used to receive or send information; the logic circuitry is used to receive or send information through the communication interface, causing the chip to execute the methods described in the first aspect and any of the possible implementations.

[0038] Fifthly, embodiments of this application provide a computer-readable storage medium for storing a computer program (also referred to as code or instructions); when the computer program is run on a computer, the methods described in the first aspect and any possible implementation are implemented.

[0039] In a sixth aspect, embodiments of this application provide a computer program product, the computer program product comprising: a computer program (also referred to as code or instructions); and, when the computer program is run, causing a computer to perform the methods described in the first aspect and any possible implementation thereof.

[0040] In a seventh aspect, embodiments of this application provide a terminal, the terminal including at least one vehicle control device as described in the second aspect, or the vehicle control device as described in the third aspect, or the chip as described in the fourth aspect.

[0041] Optionally, the terminal can be a means of transportation, such as a car, truck, aircraft, drone, slow transport vehicle, spacecraft, or ship, or any other possible means of transportation used in any possible scenario. This application embodiment does not limit this.

[0042] Optionally, the terminal is used to implement the method described in the first aspect and any possible implementation.

[0043] Furthermore, in the process of performing the method described in the first aspect and any possible implementation above, the processes related to sending and / or receiving information in the above methods can be understood as the process of the processor outputting information, and / or the process of the processor receiving input information. When outputting information, the processor can output the information to a transceiver (or communication interface, or transmitting module) so that the transceiver can transmit it. After the information is output by the processor, it may need to undergo other processing before reaching the transceiver. Similarly, when the processor receives input information, the transceiver (or communication interface, or transmitting module) receives the information and inputs it to the processor. Furthermore, after the transceiver receives the information, the information may need to undergo other processing before being input to the processor.

[0044] Based on the above principles, for example, the information sent mentioned in the aforementioned method can be understood as information output by the processor. Similarly, the information received can be understood as information received by the processor from input.

[0045] Optionally, unless otherwise specified, or unless they contradict their actual function or internal logic in the relevant description, the operations of the processor, such as transmitting, sending, and receiving, can be more generally understood as processor output and receiving, input, and other operations.

[0046] Optionally, in performing the methods described in the first aspect and any possible implementation above, the processor may be a processor specifically designed to perform these methods, or it may be a processor that performs these methods by executing computer instructions stored in memory, such as a general-purpose processor. The memory may be a non-transitory memory, such as read-only memory (ROM), which may be integrated with the processor on the same chip or disposed on separate chips. This application does not limit the type of memory or the arrangement of the memory and processor.

[0047] In one possible implementation, at least one of the aforementioned memories is located outside the device.

[0048] In yet another possible implementation, at least one of the aforementioned memories is located within the device.

[0049] In another possible implementation, a portion of the memory of the at least one memory is located inside the device, while another portion is located outside the device.

[0050] In this application, the processor and memory may also be integrated into a single device, that is, the processor and memory can be integrated together. Attached Figure Description

[0051] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0052] Figure 1 is a schematic diagram of the functional architecture of a vehicle provided in an embodiment of this application;

[0053] Figure 2 is a schematic diagram of the architecture of a vehicle control system provided in an embodiment of this application;

[0054] Figure 3 is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0055] Figure 4 is a flowchart illustrating another vehicle control method provided in an embodiment of this application;

[0056] Figure 5 is a schematic diagram of the basic principle of torque distribution provided in an embodiment of this application;

[0057] Figure 6 is a schematic diagram of increasing the virtual steering angle of the rear wheels according to an embodiment of this application;

[0058] Figure 7 is a schematic diagram of another method for increasing the virtual steering angle of the rear wheels according to an embodiment of this application;

[0059] Figure 8 is a schematic diagram of the change in wheel angle provided in an embodiment of this application;

[0060] Figure 9 is a structural schematic diagram of a vehicle control device provided in an embodiment of this application;

[0061] Figure 10 is a schematic diagram of the structure of an electronic device provided in an embodiment of this application;

[0062] Figure 11 is a schematic diagram of the structure of a chip provided in an embodiment of this application. Detailed Implementation

[0063] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described below with reference to the accompanying drawings.

[0064] The terms "first" and "second," etc., used in the specification, claims, and drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or apparatuses.

[0065] The term "embodiment" as used herein means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments. Those skilled in the art will explicitly and implicitly understand that, unless otherwise specified or logically conflicting, the terminology and / or descriptions between the various embodiments of this application are consistent and can be mutually referenced, and technical features in different embodiments can be combined to form new embodiments based on their inherent logical relationships.

[0066] It should be understood that in this application, "at least one (item)" means one or more, "more than one" means two or more, "at least two (items)" means two or three or more, and "and / or" is used to describe the relationship between related objects, indicating that there can be three relationships. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the related objects before and after are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0067] It should be noted that, in this application, "instruction" can include direct instruction, indirect instruction, explicit instruction, and implicit instruction. When describing a certain instruction information for the purpose of instructing A, it can be understood that the instruction information carries A, directly instructs A, or indirectly instructs A.

[0068] In this application, the information indicated by the instruction information is called the information to be instructed. In specific implementations, there are many ways to indicate the information to be instructed, such as, but not limited to, directly indicating the information to be instructed, such as the information to be instructed itself or its index. It can also indirectly indicate the information to be instructed by indicating other information, where there is a correlation between the other information and the information to be instructed. It can also indicate only a part of the information to be instructed, while the other parts are known or pre-agreed upon. For example, the instruction of specific information can be achieved by using a pre-agreed (e.g., protocol-defined) arrangement of various information, thereby reducing instruction overhead to some extent. The information to be instructed can be sent as a whole or divided into multiple sub-information units, and the sending period and / or timing of these sub-information units can be the same or different. This application does not limit the specific sending method. The sending period and / or timing of these sub-information units can be predefined, for example, according to a protocol, or configured by the transmitting device by sending configuration information to the receiving device.

[0069] It should be noted that in this application, "send" can be understood as "output" and "receive" can be understood as "input". "Send information to A", where "to A" simply indicates the direction of information transmission, and A is the destination, does not limit "send information to A" to a direct transmission over the air interface. "Send information to A" includes sending information directly to A, as well as sending information indirectly to A through a transmitter. Therefore, "send information to A" can also be understood as "outputting information destined for A". Similarly, "receive information from A" indicates that the source of the information is A, including receiving information directly from A, as well as receiving information indirectly from A through a receiver. Therefore, "receive information from A" can also be understood as "inputting information from A".

[0070] To more clearly describe the solution of this application, some terms used in the embodiments of this application will be explained below.

[0071] Yaw rate: This is a physical quantity that describes the angular velocity of an object rotating around an axis perpendicular to its plane of motion. Yaw rate is usually represented by the symbol "ω" and its unit is radians per second (rad / s). It refers to the angle an object rotates around its vertical axis per unit time during yaw motion. In vehicle dynamics, aerospace, and other fields, yaw rate is an important parameter used to describe the steering characteristics and motion state of objects such as vehicles or aircraft. Taking a vehicle as an example, when a vehicle turns, the lateral friction between the tires and the ground generates a torque that causes the vehicle to rotate around its vertical axis, resulting in yaw motion. The rate of this rotation is the yaw rate.

[0072] Feedforward control is a control method that takes appropriate control measures before the disturbance affects the system output, based on the measurement or estimation of the system input disturbance, to counteract or reduce the impact of the disturbance on system performance. Unlike feedback control, feedforward control does not rely on the error between the actual and desired output of the system for adjustment. Instead, it senses factors that may cause changes in the system in advance and reacts accordingly, thereby enabling the system to operate as expected as possible. In vehicle systems, when an external factor or internal state change that may affect vehicle performance is detected, the controller directly calculates the corresponding control action based on a pre-established mathematical model or empirical formula to adjust the vehicle's operating state in advance, thereby reducing or eliminating the adverse effects of the factor on vehicle performance.

[0073] Crab mode: This refers to a special driving mode where the vehicle can move laterally or diagonally, similar to the walking motion of a crab. Crab mode can be applied to many driving scenarios to improve driving efficiency. For example, in cities where parking spaces are scarce and narrow, crab mode allows the vehicle to drive directly into a parking space laterally or diagonally without having to repeatedly adjust its body as in traditional methods, greatly saving parking time and space and improving parking convenience and efficiency. Another example is when driving through narrow streets or alleys; crab mode allows the vehicle to pass through more flexibly, reducing the risk of collisions with surrounding obstacles, especially when turning or making a U-turn, as crab mode reduces the steering space required. Furthermore, in some special operational scenarios, such as at airports and docks where precise control of vehicle position and direction of movement is required, crab mode makes it easier for vehicles to park, load, and unload.

[0074] Vehicle dynamics model: a mathematical model used to describe the motion state and mechanical relationships of a vehicle. It analyzes the vehicle's motion characteristics under various forces and torques by establishing the vehicle's motion equations.

[0075] Distributed drive motor vehicles: These are vehicles equipped with multiple drive motors, and these motors are distributed in a distributed design, allowing for independent control to achieve more flexible power distribution and vehicle handling.

[0076] As vehicles increasingly focus on incremental performance optimization and feature development, the use of rear-wheel steering is becoming more prevalent. Rear-wheel steering allows for a smaller turning radius while also providing additional movement modes such as lateral movement. Furthermore, distributed drive configurations, with their multiple drive units, require the longitudinal force demands of the entire vehicle to be distributed across different drive units. By allocating the output of different drive units to meet the driver's driving needs for various specific driving scenarios, performance and user experience can be optimized in detailed situations.

[0077] Taking lateral movement (such as crab mode) as an example, the driving / braking torque can be proportionally distributed between the front and rear axles, which can meet the driver's driving needs while optimizing the performance and experience of lateral movement driving scenarios.

[0078] However, limited by the upper limit of the rear wheel mechanical steering angle, the actual rear wheel steering effect of the vehicle may not meet the driving scenarios that require rear wheel steering, such as lateral movement, and the vehicle's steering performance needs to be improved.

[0079] In view of this, the present application provides a vehicle control system, and based on the vehicle control system, provides a new vehicle control method and related device, which relates to the field of vehicle technology. It can increase the rear wheel steering angle of the vehicle in actual driving, meet the driving scenarios that require rear wheel steering, such as lateral movement, and improve the steering performance of the vehicle.

[0080] Please refer to Figure 1, which is a schematic diagram of the functional architecture of a vehicle provided in an embodiment of this application.

[0081] As shown in Figure 1, the vehicle 100, in terms of functional architecture, can be mainly divided into, but is not limited to, a perception system 110 and a computing platform 120. Optionally, the vehicle 100 may also include more or fewer subsystems, and each subsystem may include one or more components; this embodiment does not impose any limitations on this. Furthermore, each subsystem and component of the vehicle 100 can be connected via wired or wireless means.

[0082] The perception system 110 may include, but is not limited to, several sensors used to sense information about the environment surrounding the vehicle 100. For example, the perception system 110 may include a positioning system, which may be a global positioning system (GPS), a BeiDou system, or another positioning system. The perception system 110 may also include one or more of the following: an inertial measurement unit (IMU), lidar, millimeter-wave radar, ultrasonic radar, and a camera device.

[0083] Some or all of the functions of vehicle 100 can be controlled by computing platform 120. Computing platform 120 may include, but is not limited to, processors 121 to 12n (n being a positive integer). A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In reconfigurable hardware circuits, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement some or all of the functions of the aforementioned units. Furthermore, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. Optionally, the computing platform 120 may also include a memory for storing instructions, and some or all of the processors 121 to 12n can call the instructions in the memory to implement the corresponding functions.

[0084] The computing platform 120 can control the functions of the vehicle 100 based on inputs received from various subsystems (e.g., the sensing system 110). In some embodiments, the computing platform 120 can be used to provide control over many aspects of the vehicle 100 and its subsystems.

[0085] Optionally, the above components are just an example. In actual applications, the components in each of the above modules may be added or deleted as needed.

[0086] The vehicle 100 in this application may include: road vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, or entertainment equipment, etc. For example, vehicle 100 may be a means of transportation (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. The embodiments of this application do not specifically limit the type of vehicle.

[0087] The following description uses vehicle 100 as an example and, in conjunction with the accompanying drawings, explains the vehicle control system and vehicle control method provided in this application.

[0088] Please refer to Figure 2, which is a schematic diagram of the architecture of a vehicle control system provided in an embodiment of this application.

[0089] As shown in Figure 2, the vehicle control system may include, but is not limited to, a detection module and a monitoring module.

[0090] The detection module can collect data from sensors, such as information or data stored in the electronic control unit (ECU), vehicle control unit (VCU), and motor control unit (MCU). This information or data may include, but is not limited to, the vehicle's status information or data when it was last powered on or started. This information or data is used to determine if there is a malfunction in the ECU, VCU, or MCU. The detection module can also detect brake system feedback input, vehicle instrument panel or button input, and driver input (including steering wheel angle and steering wheel rotation rate). For example, the detection module can detect whether the user has clicked the motor torque distribution function control on the touchscreen to determine if the motor torque distribution function is activated. Another example is the detection module detecting accelerator pedal opening, steering wheel angle, and steering wheel rotation rate to determine the user's driving behavior. Yet another example is the detection module detecting wheel speed, vehicle speed, acceleration, and yaw rate to determine the vehicle's driving status. Finally, the detection module can detect real-time information from the signal processing module and associated ECUs to determine if these modules are malfunctioning.

[0091] The monitoring module may include, but is not limited to, a judgment module, a control module, and an execution module. The judgment module, based on the information output by the monitoring module, determines whether to enable or disable the motor torque distribution function and outputs this information to the control module. After enabling the motor torque distribution function, the control module can dynamically adjust the drive torque of the vehicle's motors based on the steering wheel angle during driving operations, thus rationally distributing the required torque for vehicle steering to each motor. Alternatively, it can dynamically adjust the braking torque of the front and rear motors based on the steering wheel angle during braking or coasting recovery operations, thus rationally distributing the required torque for vehicle steering to each motor. The execution module can then use the torque allocated by the control module to drive or brake the vehicle.

[0092] It should be understood that the system architecture shown in Figure 2 is merely an illustrative example and should not be construed as limiting the embodiments of this application. Any new embodiments obtained by reasonable modifications, additions, or combinations based on the architecture shown in Figure 2 are within the scope of protection of this application.

[0093] Please refer to Figure 3, which is a schematic flowchart of a vehicle control method provided in an embodiment of this application. This vehicle control method is applied in the field of vehicle technology, such as vehicle control during steering in a distributed drive motor vehicle model. The vehicle control method is applied to a first vehicle, which includes at least a first motor, wherein the first motor is used to drive at least one wheel of the rear drive axle of the first vehicle.

[0094] Specifically, the vehicle control method includes, but is not limited to, the following steps:

[0095] S301: The vehicle control device receives a first command when the steering wheel of the first vehicle reaches its maximum turning angle.

[0096] It is understood that the vehicle control device in this application embodiment may be a device equipped with a processor / chip that can execute computer execution instructions, or it may be a processor / chip that can execute computer execution instructions. Optionally, the vehicle control device may be an electronic device, or it may be a processor / chip within an electronic device. Optionally, the vehicle control device may specifically be the monitoring module shown in Figure 2 above, used to execute the vehicle control method in this application embodiment, which can increase the actual rear wheel steering angle of the vehicle, meet the driving scenarios that require rear wheel steering, such as lateral movement, and improve the vehicle's steering performance.

[0097] Optionally, the vehicle control device and vehicle control method in the embodiments of this application can be applied to, but are not limited to, vehicle systems. The vehicle equipped with the vehicle system is an intelligent driving vehicle and can be replaced by a terminal device. The terminal device can be, but is not limited to, vehicles such as commercial vehicles, passenger cars, trains, industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), robots, etc. The embodiments of this application do not specifically limit this.

[0098] The first instruction is used to instruct the redistribution of the motor torque of the first vehicle. This first instruction can be issued by a decision-making unit within the vehicle, for example, triggered based on user operating habits after the user turns the steering wheel to its maximum angle and maintains it for a certain duration; or triggered based on a planned travel trajectory (such as a navigation route) when the target trajectory cannot be reached even after the steering wheel reaches its maximum angle. Alternatively, it can be an instruction received from an external source (such as the driver) via an interactive interface or voice commands.

[0099] S302: The vehicle control device responds to the first command and controls to increase the torque output of the first motor.

[0100] The torque output by the first motor is used to act on at least one wheel of the rear drive axle to increase the rear wheel steering angle of the first vehicle.

[0101] Understandably, in driving scenarios such as lateral movement that require rear-wheel steering, when the vehicle's steering wheel reaches its maximum angle and still cannot meet the vehicle's steering needs, the torque output of the first motor can be increased to act on at least one wheel of the rear drive axle to increase the rear-wheel steering angle of the first vehicle.

[0102] Therefore, through the embodiments of this application, the actual rear wheel steering angle of the vehicle can be increased, which can meet the driving scenarios that require rear wheel steering, such as lateral movement, and improve the vehicle's steering performance.

[0103] In one possible embodiment, the control to increase the output torque of the first motor in step S302 above can be achieved in ways including but not limited to the following:

[0104] The vehicle control device acquires the current first torque of the first motor, the current speed of the first vehicle, the target yaw rate of the first vehicle, and the actual yaw rate.

[0105] The vehicle control device corrects the first torque to obtain the second torque based on the actual yaw rate, the target yaw rate, and the current speed of the first vehicle.

[0106] The vehicle control device controls the first motor to output the second torque.

[0107] The second torque is applied to at least one wheel of the rear drive axle to increase the rear wheel steering angle of the first vehicle.

[0108] It is understandable that the first torque of the first motor can be regarded as the feedforward control of the distributed drive motor model.

[0109] It is understandable that the target yaw rate of the first vehicle can be regarded as the expected yaw rate of the first vehicle.

[0110] Since the target yaw rate is determined by the desired trajectory of the first vehicle and the environment, the wheel speed can be determined based on the target yaw rate and the current speed of the first vehicle, and thus the value of the second torque applied to at least one wheel of the rear drive axle can be determined.

[0111] Therefore, in driving scenarios requiring rear-wheel steering, such as lateral movement, feedback control based on the actual yaw rate and the target yaw rate can be used to correct and compensate for feedforward control, independently distributing the torque of each motor. This enables yaw control of the vehicle's steering characteristics, characterized by the target yaw rate, which can increase the actual rear-wheel steering angle of the vehicle, meet the requirements of driving scenarios requiring rear-wheel steering, such as lateral movement, and improve the vehicle's steering performance.

[0112] Optionally, the first torque can be determined by the steering wheel angle of the first vehicle and the speed of the first vehicle.

[0113] It is understandable that the first torque of the first motor can be regarded as the feedforward control of the distributed drive motor model.

[0114] Through the embodiments of this application, feedforward control under different vehicle speeds and steering wheel angles can be obtained through optimized solutions, thereby realizing vehicle control under different driving scenarios.

[0115] Optionally, the target yaw rate can be determined by the desired trajectory of the first vehicle and the environment in which the first vehicle is located.

[0116] It is understandable that the target yaw rate can be regarded as the expected yaw rate of the first vehicle. The expected driving trajectory can be obtained through navigation path planning, and / or the environment in which the first vehicle is located (such as the size of the space around the vehicle) can be obtained through the perception module to perceive environmental information.

[0117] Through the embodiments of this application, the desired yaw rate of the first vehicle can be determined from the desired driving trajectory of the first vehicle and its environment. Based on the vehicle steering characteristics characterized by the steering angle as the optimization objective, and without exceeding the upper limit of the virtual turning angle of the first vehicle, the desired yaw rate for different desired driving trajectories and environments can be optimized to meet the driving scenarios requiring rear wheel steering, such as lateral movement.

[0118] In one possible embodiment, receiving the first instruction in step S301 above can be implemented in ways including but not limited to the following:

[0119] The vehicle control device receives the first instruction when the first condition is met.

[0120] The first condition may include: the duration for which the speed of the first vehicle is greater than or equal to the first speed threshold is greater than or equal to the duration threshold; the steering wheel angle of the first vehicle is greater than or equal to the first steering angle threshold; the motor torque distribution function of the first vehicle is enabled; and the chassis stability function of the first vehicle is not triggered.

[0121] Optionally, the first speed threshold and the first turning angle threshold are not fixed values ​​and can be adjusted according to different driving scenarios or vehicle performance. This application embodiment does not limit this.

[0122] Optionally, the chassis stability function of the first vehicle may include, but is not limited to, functions such as anti-lock braking system (ABS), traction control system (TCS), and electronic stability control (ESC).

[0123] It is understandable that this first condition can be interpreted as the activation condition for the motor torque redistribution function. When this first condition is met, the first instruction is received, which can trigger the motor torque redistribution function, correct and compensate feedforward control, and realize yaw control of the vehicle steering characteristics characterized by the target yaw rate. This can increase the actual rear wheel steering angle of the vehicle, meet the driving scenarios that require rear wheel steering, such as lateral movement, and improve the vehicle's steering performance.

[0124] In one possible embodiment, when the first torque is applied to at least one wheel of the rear drive axle, the rear wheel steering angle of the first vehicle is a first angle. When the second torque is applied to at least one wheel of the rear drive axle, the rear wheel steering angle of the first vehicle is a second angle. The second angle is greater than the first angle.

[0125] Understandably, the rear wheel steering angle under the feedforward control of the first vehicle is the first angle. Due to the wear of the first vehicle itself, the feedforward control error may occur. Alternatively, due to the first vehicle being limited by the upper limit of the mechanical rotation angle of the rear wheels, the rear wheel steering angle under the feedforward control may not be able to meet the vehicle steering characteristics characterized by the target yaw rate.

[0126] In this embodiment, the rear wheel steering angle under yaw control after feedback control correction and compensation feedforward control based on the actual yaw rate and the target yaw rate is the second angle, which is greater than the rear wheel steering angle under feedforward control. This can increase the virtual steering angle of the rear wheels of the first vehicle, that is, increase the actual steering angle of the rear wheels of the vehicle, satisfy the vehicle steering characteristics characterized by the target yaw rate, thereby satisfying driving scenarios such as lateral movement that require rear wheel steering and improving the vehicle's steering performance.

[0127] In one possible embodiment, the vehicle control method described above may also include, but is not limited to, the following steps:

[0128] The vehicle control device acquires the target wheel speed and actual wheel speed of the first vehicle, and determines the slip ratio of the first vehicle based on the target wheel speed and actual wheel speed.

[0129] At this point, the vehicle control device corrects the first torque to obtain the second torque based on the actual yaw rate, the target yaw rate, and the current speed of the first vehicle. This can be achieved through methods including but not limited to the following:

[0130] When the slip ratio is greater than the first threshold, the vehicle control device corrects the first torque to obtain the second torque based on the slip ratio, the actual yaw rate, the target yaw rate, and the current speed of the first vehicle.

[0131] Optionally, the target wheel speed can be determined by the steering wheel angle of the first vehicle, the speed of the first vehicle, and preset steering characteristics.

[0132] Optionally, the preset steering characteristics can be obtained from a vehicle dynamics model.

[0133] It is understandable that the target wheel speed of the first vehicle can be interpreted as the expected wheel speed of the first vehicle.

[0134] Through the embodiments of this application, based on the vehicle slip characteristics characterized by wheel speed as the optimization target, the desired wheel speed under different vehicle speeds and steering wheel angles can be optimized and solved by pre-setting steering characteristics. This satisfies the driving scenarios that require rear wheel steering, such as lateral movement, while ensuring the stability of vehicle steering and achieving the pre-control effect of vehicle slip.

[0135] Optionally, the first threshold is not a fixed value and can be adjusted according to different driving scenarios or vehicle performance. This application embodiment does not limit this.

[0136] Optionally, the actual wheel speed of the first vehicle can be determined by acquiring the wheel speeds of the inner wheels of each axle, thereby improving the effectiveness of vehicle slip feedback control.

[0137] Understandably, in driving scenarios requiring rear-wheel steering, such as lateral movement, when the slip ratio of the first vehicle exceeds a first threshold, feedback control based on the slip ratio, actual yaw rate, and target yaw rate, combined with correction and compensation feedforward control, can independently distribute the torque of each motor. This allows for yaw control of the vehicle's steering characteristics, characterized by the target yaw rate. While increasing the actual rear-wheel steering angle of the vehicle, it also ensures vehicle steering stability, achieving a pre-control effect on vehicle slip, meeting the needs of driving scenarios requiring rear-wheel steering, such as lateral movement, and improving the vehicle's steering performance.

[0138] In one possible embodiment, the vehicle control method described above may also include, but is not limited to, the following steps:

[0139] When the first motor outputs a second torque, the vehicle control device receives a second command and, in response to the second command, controls the torque output by the first motor to return to the first torque.

[0140] The second instruction is used to instruct the redistribution of the motor torque that triggers the exit from the first vehicle.

[0141] Understandably, when the second instruction is received, the motor torque redistribution function can be triggered to restore the torque of each drive motor to the feedforward control before correction and compensation, and exit driving functions that require rear wheel steering, such as lateral movement, while realizing vehicle control under different driving scenarios, ensuring vehicle stability and improving vehicle driving safety.

[0142] Optionally, the above-mentioned receiving of the second instruction can be implemented in ways including but not limited to the following: receiving the second instruction when the second condition is met.

[0143] The second condition may include at least one of the following: the speed of the first vehicle is less than the second speed threshold, the steering wheel angle of the first vehicle is less than the second steering angle threshold, the motor torque distribution function of the first vehicle is turned off, and the chassis stability function of the first vehicle is triggered.

[0144] Optionally, the second speed threshold and the second turning angle threshold are not fixed values ​​and can be adjusted according to different driving scenarios or vehicle performance. This application embodiment does not limit this.

[0145] Optionally, the chassis stability function of the first vehicle may include, but is not limited to, functions such as anti-lock braking system (ABS), traction control system (TCS), and electronic stability control (ESC).

[0146] It is understandable that this second condition can be interpreted as the exit condition for the motor torque redistribution function. When this second condition is met, a second instruction is received, which can trigger the exit of the motor torque redistribution function, restoring the torque of each drive motor to the feedforward control before correction and compensation, thereby realizing vehicle control under different driving scenarios, ensuring vehicle stability, and improving vehicle driving safety.

[0147] Please refer to Figure 4, which is a flowchart illustrating another vehicle control method provided in an embodiment of this application. This vehicle control method is applied in the field of vehicle technology, such as vehicle control during steering in vehicles with distributed drive motors.

[0148] It is understood that the steps in the embodiments of this application can be regarded as reasonable modifications or supplements to the embodiments in FIG3 above; or, it is understood that the vehicle control method in the embodiments of this application can also be regarded as an embodiment that can be executed independently, and this application does not limit it.

[0149] It is understood that the vehicle control device involved in the vehicle control method provided in this application embodiment can be referred to the relevant description of the vehicle control device involved in the vehicle control method shown in Figure 3 above, and will not be repeated here.

[0150] As shown in Figure 4, the vehicle control method includes, but is not limited to, the following steps:

[0151] S401: Detects whether the motor torque redistribution function is enabled.

[0152] Optionally, step S401 can be executed by the detection module in Figure 2 above. When the motor torque redistribution function is detected to be enabled, step S402 can be executed; otherwise, step S407 can be executed.

[0153] The motor torque redistribution function can be enabled under the following conditions:

[0154] (1) The detection module detects the user's first input.

[0155] For example, the detection module detects that the user clicks a control on the touchscreen to enable the motor torque redistribution function, or the detection module detects that the user clicks a mechanical switch or button to enable the motor torque redistribution function, or the detection module detects the user's voice input indicating that the motor torque redistribution function is enabled.

[0156] (2) The vehicle is in motion.

[0157] For example, the vehicle may not have any driving mode activated, but it may be in a non-stationary state, or the vehicle may have a preset driving mode activated while driving (including: comfort mode, track mode, or power saving mode, etc.).

[0158] (3) The vehicle speed is greater than or equal to the first speed threshold and the steering wheel angle is greater than or equal to the first angle threshold.

[0159] Alternatively, the above conditions can also be replaced by the vehicle speed being greater than or equal to a first speed threshold and the steering wheel angle being greater than or equal to a first angle threshold for a duration greater than or equal to a first preset duration.

[0160] For example, the vehicle is traveling at a speed greater than 20 km / h and the steering wheel angle is greater than 20°, or the vehicle is traveling at a speed greater than 20 km / h and the steering wheel angle is greater than 20°, and the above situation has lasted for one minute.

[0161] (4) The chassis stability function is not enabled, and the signals of all sensors on the vehicle are valid.

[0162] Optionally, the chassis stability function not being enabled may include, but is not limited to, ABS, TCS and ESC not being enabled.

[0163] It should be understood that ABS, when activated, prevents wheel lock-up during braking, improving vehicle handling and stability, thereby enhancing braking performance. TCS, when activated, monitors wheel slippage and helps maintain traction by adjusting engine output or reducing wheel slippage. ESC, when activated, automatically adjusts the vehicle's stability control system to ensure it stays on a stable trajectory, reducing the risk of skidding and loss of control.

[0164] Optionally, the conditions for enabling the above-mentioned motor torque redistribution function can also be found in the description of the first condition above, which will not be repeated here.

[0165] S402: Start the first working mode.

[0166] Optionally, step S402 can be performed by the control module in Figure 2 above.

[0167] For example, the first operating mode can correspond to the activation of the motor torque redistribution function.

[0168] Optionally, the control module can reallocate the torque of each motor (e.g., including but not limited to the motor for driving the front drive axle of the vehicle, the motor for driving the left wheel of the rear drive axle of the vehicle, the motor for driving the right wheel of the rear drive axle of the vehicle, etc.) of the distributed drive motor model based on the current demand torque of the vehicle and the basic distribution result of the demand torque. The demand torque can be driving torque or braking torque.

[0169] Optionally, the control module can also perform feedback control correction and compensation feedforward control based on the actual yaw rate and the desired yaw rate of the vehicle. That is, it can correct the torque redistribution of each motor in the distributed drive motor vehicle model, thereby increasing the virtual steering angle of the rear wheels of the vehicle, that is, increasing the actual steering angle of the rear wheels of the vehicle, satisfying the vehicle steering characteristics characterized by the desired yaw rate, and thus meeting the driving scenarios that require rear wheel steering, such as lateral movement, and improving the steering performance of the vehicle.

[0170] S403: Determines whether the chassis stability function is triggered.

[0171] Optionally, step S403 can be executed by the judgment module in Figure 2 above. When the chassis stability function is triggered, step S404 can be executed; otherwise, step S405 can be executed.

[0172] For example, triggering the chassis stability function can be understood as at least one of the functions of ABS, TCS, or ESC being enabled, while not triggering the chassis stability function can be understood as the functions of ABS, TCS, and ESC not being enabled.

[0173] S404: Switch from the first working mode to the second working mode.

[0174] Optionally, step S404 can be executed by the control module in Figure 2 above. In the second working mode of the vehicle, the required torque can converge to the torque distribution result when the motor torque redistribution function is turned off with a certain slope, so as to realize the gradual withdrawal of the motor torque redistribution function.

[0175] Optionally, when the vehicle is in the second working mode, if the chassis stability function is disengaged, the vehicle can be in the third working mode. In the third working mode, the control module in Figure 2 can quickly distribute torque at a certain slope according to the current steering characteristics of the vehicle to maintain the vehicle's steering characteristics.

[0176] S405: Determine whether the motor torque redistribution function has been exited.

[0177] Optionally, step S405 can be executed by the detection module in Figure 2 above. When the motor torque redistribution function is detected to have exited, step S407 can be executed; otherwise, step S406 can be executed.

[0178] The motor torque redistribution function can be deactivated if at least one of the following conditions is met:

[0179] (1) The detection module detected the user's second input.

[0180] For example, the detection module detects that the user clicks the control on the touchscreen to turn off the motor torque redistribution function, or the detection module detects that the user clicks the mechanical switch or button to turn off the motor torque redistribution function, or the detection module detects the user's voice input indicating that the motor torque redistribution function should be turned off.

[0181] (2) The vehicle is not in motion.

[0182] For example, the vehicle is stationary, or the vehicle is in parking mode.

[0183] (3) The vehicle speed is less than the second speed threshold and the steering wheel angle is less than the second angle threshold.

[0184] Alternatively, the above conditions can be replaced by the vehicle speed being less than the second speed threshold and the steering wheel angle being less than the second angle threshold for a duration less than the second preset duration.

[0185] For example, the vehicle is traveling at a speed of less than 20 km / h and the steering wheel angle is less than 20°, or the vehicle is traveling at a speed of less than 20 km / h and the steering wheel angle is less than 20°, and the above situation has lasted for two minutes.

[0186] Optionally, the conditions for the motor torque redistribution function to exit can also be found in the description of the second condition above, which will not be repeated here.

[0187] S406: Detect vehicle driving status.

[0188] Optionally, step S406 can be performed by the detection module in Figure 2 above. That is, the detection module can detect whether the vehicle's driving status is good after the vehicle's motor torque redistribution function is turned on. If the vehicle's driving status is not good, the motor torque redistribution function can be deactivated.

[0189] S407: Controls the motor to output the corresponding torque.

[0190] Optionally, step S407 can be executed by the control module in Figure 2 above. The control module can realize the torque distribution of each motor in the distributed drive motor vehicle according to the torque distribution result. For example, all the required torque can be distributed to the motor for driving the left wheel of the rear drive axle of the vehicle and the motor for driving the right wheel of the rear drive axle of the vehicle, as well as the motor for driving the front drive axle of the vehicle.

[0191] Optionally, when the control module distributes the required torque to each motor of the distributed drive motor vehicle according to the torque distribution result, or when the vehicle activates the motor torque redistribution function and the control module dynamically distributes the required torque to each motor of the distributed drive motor vehicle, the execution module can control the vehicle to drive or brake according to the torque distributed by the control module.

[0192] Optionally, the aforementioned required torque can be either a driving required torque or a braking required torque. When the required torque is a driving required torque, the execution module can control the vehicle to drive according to the torque allocated by the control module; when the required torque is a braking required torque, the execution module can control the vehicle to brake or recover energy according to the torque allocated by the control module.

[0193] Through the embodiments of this application, in driving scenarios such as lateral movement where rear-wheel steering is required, feedback control based on the actual yaw rate and the desired yaw rate can be used to correct and compensate feedforward control, independently distributing the torque of each motor. This achieves yaw control of the vehicle's steering characteristics, characterized by the desired yaw rate, which can increase the actual rear-wheel steering angle of the vehicle, meet the driving scenarios such as lateral movement where rear-wheel steering is required, and improve the vehicle's steering performance.

[0194] Please refer to Figure 5, which is a schematic diagram of the basic principle of torque distribution provided in an embodiment of this application.

[0195] As shown in Figure 5, when the motor torque redistribution function mentioned above is enabled, the control module can use the seven-degree-of-freedom vehicle dynamics model and the steering wheel angle to characterize the vehicle's steering characteristics as the optimization target to obtain the initial expected yaw rate and feedforward yaw torque at different vehicle speeds and steering wheel angles.

[0196] One approach is to incorporate closed-loop feedback adjustment of the desired yaw rate and the actual yaw rate. When the control module controls the vehicle's movement using the feedforward yaw torque, the detection module can identify information about the vehicle's steering based on the driver's operation and the vehicle's feedback to optimize the initial desired yaw rate. This desired yaw rate can then be used to correct and compensate the feedforward yaw torque, achieving yaw control of the vehicle's steering characteristics as represented by the desired yaw rate. This can increase the actual rear wheel steering angle of the vehicle, meeting the needs of driving scenarios requiring rear wheel steering, such as lateral movement, and improving the vehicle's steering performance.

[0197] On the other hand, feedback control based on the speed difference between the front and rear axles can be added. The desired speed difference between the front and rear axles is obtained based on the vehicle's kinematic model. When the control module controls the vehicle's movement with the feedforward yaw moment, the control module can correct and compensate the feedforward yaw moment based on the desired speed difference between the front and rear axles (i.e., the desired wheel speed) and the real-time speed difference (i.e., the actual wheel speed). This satisfies driving scenarios such as lateral movement that require rear wheel steering, while ensuring the stability of the vehicle's steering and achieving the pre-control effect of vehicle slippage.

[0198] It should be understood that feedforward yaw moment can refer to a vehicle dynamics control technology that generates and applies yaw moment in advance by predicting the vehicle's yaw rate, thereby improving the vehicle's handling performance. Feedforward control is used to predict the vehicle's motion state and behavior in advance and generate control inputs in advance to improve the vehicle's handling performance. Feedback control is used to monitor the vehicle's motion state and behavior in real time and adjust the control inputs based on real-time measurement results to improve the vehicle's handling performance.

[0199] Optionally, based on the basic principle of torque distribution shown in Figure 5 above, the effect of increasing the actual rear wheel steering angle of the vehicle can be achieved. For details, please refer to Figure 6, which is a schematic diagram of increasing the virtual steering angle of the rear wheels provided by an embodiment of this application.

[0200] As shown in Figure 6, the vehicle dynamics model includes the vehicle's four wheels, four wheel motors, a front-wheel steering actuator (i.e., front-wheel steering in Figure 6), a rear-wheel steering actuator (i.e., rear-wheel steering in Figure 6), and the vehicle's center of gravity. In Figure 6, each motor corresponds to one wheel, and the motors are mounted on the wheels. The lateral acceleration of the vehicle's center of gravity is ax, and the longitudinal acceleration is ay. β / Ψ represents the angle between the velocity direction of the vehicle's center of gravity and the positive direction of the vehicle's lateral axis. Figure 6 also shows that the direction of the torque acting on the vehicle's center of gravity is counterclockwise.

[0201] Figure 6 also shows the forces and steering angles of each wheel. Specifically, Fxfl represents the lateral force on the left front wheel, Fyfl represents the longitudinal force on the left front wheel, and δf represents the steering angle of the left front wheel. Fxfr represents the lateral force on the right front wheel, Fyfr represents the longitudinal force on the right front wheel, and δf represents the steering angle of the right front wheel. Fxrl represents the lateral force on the left rear wheel, Fyrl represents the longitudinal force on the left rear wheel, δr represents the steering angle of the left rear wheel, and δrv represents the virtual steering angle of the left rear wheel, which generates a driving trajectory equivalent to increasing the rear wheel steering angle δrv, but the actual rear wheel steering angle is δr. Fxrr represents the lateral force on the right rear wheel, Fyrr represents the longitudinal force on the right rear wheel, δr represents the steering angle of the right rear wheel, and δrv represents the virtual steering angle of the right rear wheel, which generates a driving trajectory equivalent to increasing the rear wheel steering angle δrv, but the actual rear wheel steering angle is δr. In Figure 6, the steering angles of the left and right front wheels can be controlled by the front wheel steering actuator, and the steering angles of the left and right rear wheels can be controlled by the rear wheel steering actuator.

[0202] It is understandable that when the control module controls the vehicle's movement using feedforward yaw torque, the rear wheel steering angle is δr. However, limited by the upper limit of the rear wheel mechanical steering angle, the upper limit of δr is determined by the vehicle's steering performance. By incorporating closed-loop feedback adjustment of the desired yaw rate and the actual yaw rate into the vehicle control method of this application embodiment to correct and compensate for the feedforward yaw torque, yaw control of the vehicle's steering characteristics, characterized by the desired yaw rate, can be achieved. This increases the actual rear wheel steering angle of the vehicle, i.e., the virtual rear wheel steering angle δrv in Figure 6. This is equivalent to a vehicle whose rear wheels only support a 10° mechanical steering angle, achieving a 12° mechanical steering angle through the aforementioned vehicle control. This satisfies driving scenarios requiring rear wheel steering, such as lateral movement, and improves the vehicle's steering performance.

[0203] Optionally, the desired yaw rate can be obtained by adjusting the closed-loop feedback of the yaw rate based on the virtual steering angle limit. For details, please refer to Figure 7, which is a schematic diagram of another method to increase the virtual steering angle of the rear wheels provided by the embodiment of this application.

[0204] Figure 7 shows the vehicle dynamics model. For details, please refer to the relevant explanation in Figure 6 above. It will not be repeated here.

[0205] Understandably, a basic kinematic model of the entire vehicle can be constructed based on the rear wheel steering angle to calculate the vehicle's desired yaw rate. Optionally, in crab mode, the default basic motion of the rear wheel steering angle should be equal to and in the same direction as the front wheel steering angle.

[0206] When the vehicle turns to the rear wheel steering angle limit (δrvlimit in Figure 7), the calculation state of the yaw rate is not changed. The vehicle control method in this application embodiment can realize the virtual rear wheel steering angle and increase the actual rear wheel steering angle of the vehicle.

[0207] When the vehicle's steering reaches the virtual rear wheel steering angle limit (δrvideal in Figure 7), the desired yaw rate is calculated based on the virtual rear wheel steering angle limit, which can achieve the same vehicle control effect as the rear wheel steering at the same angle.

[0208] Optionally, a corresponding yaw feedback control algorithm can be constructed for the closed-loop feedback adjustment of yaw rate to reduce yaw rate error, including but not limited to the following steps:

[0209] (1) The vehicle is detected to be in crab mode.

[0210] (2) The driver operates the steering wheel after releasing the brake pedal or lightly pressing the accelerator pedal and the vehicle enters the crabging state.

[0211] (3) When the steering wheel angle and vehicle speed reach the triggering conditions, the original actuator of the rear wheel steering is close to the usable limit, triggering the motor torque redistribution function.

[0212] (4) The specific working process roughly includes: First, the desired feedforward active yaw torque is calculated based on steering wheel angle, vehicle speed, etc., thereby obtaining the torque of each motor in the distributed drive motor vehicle model with feedforward pre-allocation, and outputting the torque of each motor. Second, the corresponding feedback torque compensation is calculated based on the desired yaw rate information and the actual yaw rate. Optionally, at this time, the slip feedback control corresponding to the desired wheel speed can take the wheel speed of the inner wheel of each axle to ensure the stability of each axle and wheel. Finally, when the feedback control causes the torque of each motor to change, the feedforward and feedback control are combined to jointly obtain the final torque output of each motor in the distributed drive motor vehicle model.

[0213] Optionally, based on the closed-loop feedback adjustment of the yaw rate, the feedforward yaw torque is corrected and compensated to achieve yaw control of the vehicle steering characteristics characterized by the desired yaw rate. The specific changes in the corresponding wheel angle can be seen in Figure 8, which is a schematic diagram of the wheel angle change provided in an embodiment of this application.

[0214] Figure 8 illustrates the changes in the front wheel steering angle, rear wheel steering angle, and rear axle differential torque of a vehicle during yaw control, which uses closed-loop feedback adjustment based on yaw rate to correct and compensate for feedforward yaw torque.

[0215] As shown in Figure 8, in driving scenarios such as lateral movement where rear-wheel steering is required, feedback control based on the actual yaw rate and the desired yaw rate, along with correction and compensation feedforward control, allows for independent distribution of torque to each motor. This enables yaw control of the vehicle's steering characteristics, characterized by the desired yaw rate, thereby increasing the actual rear-wheel steering angle of the vehicle and meeting the needs of driving scenarios such as lateral movement where rear-wheel steering is required, thus improving the vehicle's steering performance.

[0216] The methods of the embodiments of this application have been described in detail above. The following provides an apparatus for implementing any one of the methods in the embodiments of this application. For example, an apparatus is provided that includes a unit (or means) for implementing the steps performed by the device in any of the above methods.

[0217] Please refer to Figure 9, which is a structural schematic diagram of a vehicle control device provided in an embodiment of this application.

[0218] As shown in Figure 9, the vehicle control device 90 may include a communication unit 901 and a processing unit 902. The communication unit 901 and the processing unit 902 may be software, hardware, or a combination of both.

[0219] The communication unit 901 can implement sending and / or receiving functions, and can also be described as a transceiver unit. The communication unit 901 can also be a unit integrating an acquisition unit and a sending unit, wherein the acquisition unit is used to implement the receiving function, and the sending unit is used to implement the sending function. Optionally, the communication unit 901 can be used to receive information sent by other devices, and can also be used to send information to other devices.

[0220] In one possible design, the vehicle control device 90 may correspond to the vehicle control device in the method embodiment shown in FIG3 above. For example, the vehicle control device 90 may be an electronic device or a chip within an electronic device. The vehicle control device 90 may include units for performing the operations performed by the vehicle control device in the method embodiment shown in FIG3 above, and each unit in the vehicle control device 90 is respectively for implementing the operations performed by the vehicle control device in the method embodiment shown in FIG3 above. The descriptions of each unit are as follows:

[0221] The communication unit 901 is used to receive a first instruction when the steering wheel of the first vehicle reaches its maximum turning angle. The first instruction is used to instruct the redistribution of the motor torque that triggers the first vehicle.

[0222] The processing unit 902 is configured to respond to a first instruction by controlling and increasing the torque output of the first motor, the torque output of the first motor being applied to at least one wheel of the rear drive axle to increase the rear wheel steering angle of the first vehicle.

[0223] Regarding the communication unit 901 and processing unit 902 described in this design, the steps they perform can be referred to the implementation method corresponding to the vehicle control device in the method embodiment shown in Figure 3 above.

[0224] Regarding the technical effects of the implementation methods performed by the communication unit 901 and the processing unit 902 described in this design, please refer to the description of the technical effects corresponding to the method embodiment shown in FIG3 above.

[0225] According to embodiments of this application, the various units in the device shown in FIG9 can be individually or entirely merged into one or more other units, or some of the units can be further divided into multiple functionally smaller units. This achieves the same operation without affecting the technical effect of the embodiments of this application. The above units are based on logical function division. In practical applications, the function of one unit can also be implemented by multiple units, or the function of multiple units can be implemented by one unit. In other embodiments of this application, the electronic device may also include other units. In practical applications, these functions can also be implemented with the assistance of other units, and can be implemented collaboratively by multiple units.

[0226] It should be noted that the implementation of each unit can also refer to the corresponding description of the method embodiment shown in Figure 3 above.

[0227] In the vehicle control device 90 described in Figure 9, the actual rear wheel steering angle of the vehicle can be increased to meet driving scenarios that require rear wheel steering, such as lateral movement, and improve the vehicle's steering performance.

[0228] If the vehicle control device 90 mentioned above can be an electronic device, please refer to the structural schematic diagram of the electronic device shown in Figure 10.

[0229] It should be understood that the electronic device 100 shown in FIG10 is only an example. The electronic device in the embodiments of this application may also include other components, or include components with functions similar to the various components in FIG10, or may not be intended to include all the components in FIG10.

[0230] The electronic device 100 includes a transceiver interface 1001 and at least one processor 1002.

[0231] The electronic device 100 can correspond to a vehicle control device. The transceiver interface 1001 is used to transmit and receive signals, and at least one processor 1002 executes program instructions, causing the electronic device 100 to implement the corresponding flow of the method executed by the corresponding device in the above method embodiments.

[0232] In one possible design, the electronic device 100 may correspond to the vehicle control device in the method embodiment shown in FIG3 above. For example, the electronic device 100 may be a vehicle control device or a chip within the vehicle control device. The electronic device 100 may include components for performing the operations performed by the vehicle control device in the above method embodiment, and each component in the electronic device 100 is specifically designed to implement the operations performed by the vehicle control device in the above method embodiment. Specifically, it may be as follows:

[0233] The transceiver interface 1001 is used to receive a first command when the steering wheel of the first vehicle reaches its maximum turning angle. The first command is used to instruct the redistribution of the motor torque of the first vehicle.

[0234] The processor 1002 is configured to respond to a first instruction to control and increase the torque output of the first motor, the torque output of the first motor being applied to at least one wheel of the rear drive axle to increase the rear wheel steering angle of the first vehicle.

[0235] Regarding the transceiver interface 1001 and at least one processor 1002 described in this design, the steps they perform can be referred to the implementation corresponding to the vehicle control device in the method embodiment shown in Figure 3 above.

[0236] For the technical effects of the implementation methods performed by the transceiver interface 1001 and at least one processor 1002 described in this design, please refer to the description of the technical effects corresponding to the method embodiment shown in FIG3 above.

[0237] In the electronic device 100 described in Figure 10, the actual rear wheel steering angle of the vehicle can be increased to meet driving scenarios that require rear wheel steering, such as lateral movement, and improve the vehicle's steering performance.

[0238] For cases where the aforementioned vehicle control device 90 can be a chip or a chip system, please refer to the structural schematic diagram of the chip shown in Figure 11.

[0239] As shown in Figure 11, chip 110 includes processor 1101 and interface 1102. The number of processors 1101 can be one or more, and the number of interfaces 1102 can be multiple. It should be noted that the functions of processor 1101 and interface 1102 can be implemented through hardware design, software design, or a combination of both; no restrictions are placed here.

[0240] Optionally, the chip 110 may also include a memory 1103 for storing necessary program instructions and data.

[0241] In this application, processor 1101 can be used to call the implementation program of the vehicle control method provided in one or more embodiments of this application in a vehicle control device from memory 1103, and execute the instructions included in the program. Interface 1102 can be used to output the execution result of processor 1101. In this application, interface 1102 can be specifically used to output various messages or information of processor 1101.

[0242] For the vehicle control method provided by one or more embodiments of this application, please refer to the various embodiments shown in FIG3 above, which will not be repeated here.

[0243] The processor in this application embodiment can be a central processing unit (CPU), but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0244] The memory in this application embodiment is used to provide storage space, in which data such as operating system and computer programs can be stored. The memory includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM).

[0245] According to the method provided in the embodiments of this application, the embodiments of this application also provide a computer-readable storage medium storing a computer program. When the computer program is run on one or more processors, it can implement the method shown in FIG3.

[0246] According to the method provided in the embodiments of this application, the embodiments of this application also provide a computer program product, which includes a computer program. When the computer program runs on a processor, it can implement the method shown in FIG3.

[0247] This application embodiment also provides a terminal, which includes at least one vehicle control device 90, or electronic device 100, or chip 110.

[0248] Optionally, the terminal can be a means of transportation, such as a car, truck, aircraft, drone, slow transport vehicle, spacecraft, or ship, or any other possible means of transportation used in any possible scenario. This application embodiment does not limit this.

[0249] Optionally, the terminal is used to implement the method shown in Figure 3 above.

[0250] This application also provides a processing apparatus, including a processor and an interface; the processor is used to execute the method in any of the above method embodiments.

[0251] It should be understood that the above-described processing device can be a chip. The units in the various device embodiments and the electronic devices in the method embodiments correspond completely, with corresponding modules or units executing corresponding steps. For example, the communication unit (transceiver) executes the receiving or sending steps in the method embodiments, while other steps besides sending and receiving can be executed by the processing unit (processor). The specific functions of each unit can be found in the corresponding method embodiments. There can be one or more processors.

[0252] It is understood that in the embodiments of this application, the electronic device may perform some or all of the steps in the embodiments of this application. These steps or operations are merely examples, and the embodiments of this application may also perform other operations or variations thereof. Furthermore, the steps may be performed in different orders as presented in the embodiments of this application, and it is not necessarily necessary to perform all the operations in the embodiments of this application.

[0253] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0254] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0255] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0256] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the contributing part, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0257] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A vehicle control method, characterized in that, Applied to a first vehicle, the first vehicle including at least a first motor, the first motor being used to drive at least one wheel of the rear drive axle of the first vehicle; The vehicle control method includes: When the steering wheel of the first vehicle reaches its maximum turning angle, a first instruction is received, which is used to instruct the redistribution of the motor torque of the first vehicle. In response to the first command, the torque output of the first motor is increased, and the torque output of the first motor is used to act on at least one wheel of the rear drive axle to increase the rear wheel steering angle of the first vehicle.

2. The vehicle control method according to claim 1, characterized in that, The control to increase the output torque of the first motor includes: The first torque of the first motor, the current speed of the first vehicle, the target yaw rate of the first vehicle, and the actual yaw rate are obtained. Based on the actual yaw rate, the target yaw rate, and the current speed of the first vehicle, the first torque is corrected to obtain a second torque, which is used to act on at least one wheel of the rear drive axle to increase the rear wheel steering angle of the first vehicle. Control the first motor to output the second torque.

3. The vehicle control method according to claim 2, characterized in that, When the first torque is applied to at least one wheel of the rear drive axle, the rear wheel steering angle of the first vehicle is a first angle; when the second torque is applied to at least one wheel of the rear drive axle, the rear wheel steering angle of the first vehicle is a second angle; wherein the second angle is greater than the first angle.

4. The vehicle control method according to claim 2 or 3, characterized in that, The target yaw rate is determined at least by the desired trajectory of the first vehicle and / or the environment in which the first vehicle is located.

5. The vehicle control method according to any one of claims 2 to 4, characterized in that, The first torque is determined by the current steering wheel angle of the first vehicle and the current speed of the first vehicle.

6. The vehicle control method according to any one of claims 1 to 5, characterized in that, The receiving of the first instruction includes: If the first condition is met, the first instruction is received; wherein the first condition includes: the duration for which the speed of the first vehicle is greater than or equal to the first speed threshold is greater than or equal to the duration threshold, the steering wheel angle of the first vehicle is greater than or equal to the first steering angle threshold, the motor torque distribution function of the first vehicle is enabled, and the chassis stability function of the first vehicle is not triggered.

7. The vehicle control method according to any one of claims 2 to 5, characterized in that, The vehicle control method further includes: Obtain the target wheel speed and actual wheel speed of the first vehicle; The slip ratio of the first vehicle is determined based on the target wheel speed and the actual wheel speed. The step of correcting the first torque to obtain the second torque based on the actual yaw rate, the target yaw rate, and the current speed of the first vehicle includes: If the slip ratio is greater than a first threshold, the first torque is corrected to obtain the second torque based on the slip ratio, the actual yaw rate, the target yaw rate, and the current speed of the first vehicle.

8. The vehicle control method according to claim 7, characterized in that, The target wheel speed is determined by the steering wheel angle of the first vehicle, the speed of the first vehicle, and the preset steering characteristics.

9. The vehicle control method according to any one of claims 2 to 5, characterized in that, The vehicle control method further includes: When the first motor outputs the second torque, a second instruction is received, the second instruction being used to indicate the redistribution of the motor torque that triggers the exit from the first vehicle; In response to the second command, the torque output by the first motor is controlled to be restored to the first torque.

10. The vehicle control method according to claim 9, characterized in that, The receiving of the second instruction includes: If the second condition is met, the second instruction is received; wherein the second condition includes at least one of the following: the speed of the first vehicle is less than a second speed threshold, the steering wheel angle of the first vehicle is less than a second steering angle threshold, the motor torque distribution function of the first vehicle is turned off, and the chassis stability function of the first vehicle is triggered.

11. A vehicle control device, characterized in that, Includes units for performing the method as described in any one of claims 1 to 10.

12. A vehicle control device, characterized in that, Includes a processor for performing the method as described in any one of claims 1 to 10.

13. A chip, characterized in that, It includes logic circuits and interfaces, wherein the logic circuits and the interfaces are coupled; The interface is used for inputting and / or outputting information, and the logic circuit is used for performing the method as described in any one of claims 1 to 10.

14. A terminal, characterized in that, Includes the vehicle control device as described in claim 11, or the vehicle control device as described in claim 12, or the chip as described in claim 13.

15. A computer-readable storage medium, characterized in that, The computer-readable storage medium is used to store a computer program, which, when executed, performs the method as described in any one of claims 1 to 10.

16. A computer program product, characterized in that, The computer program product includes a computer program, which, when executed, performs the method as described in any one of claims 1 to 10.

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