Vehicle control method and apparatus, medium, product, device, and vehicle

Abstract

A vehicle control method and apparatus, a medium, a product, a device, and a vehicle. The vehicle control method comprises: on the basis of the steering state of a vehicle, performing double-rear-motor differential feedback torque control on the vehicle so as to adjust the speed of the vehicle.

Description

Vehicle control methods, devices, media, products, equipment and vehicles

[0001] This application claims priority to Chinese Patent Application No. 202510359902.2, filed on March 24, 2025, entitled "Vehicle Control Method, Apparatus, Medium, Product, Equipment and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to, but is not limited to, the field of vehicle technology, specifically to a vehicle control method, device, medium, product, equipment, and vehicle. Background Technology

[0003] During driving, a vehicle may experience sudden steering instability, which means that the vehicle's direction of travel may change actively or passively. For example, when the vehicle is traveling at high speed, the user may actively steer when an obstacle suddenly appears, or the vehicle may passively steer due to wet ground.

[0004] Sudden vehicle steering can affect driving safety. To ensure user safety, how to quickly reduce vehicle speed when a vehicle suddenly steering is a technical problem that urgently needs to be solved. Summary of the Invention

[0005] The following is an overview of the subject matter described in detail herein, but this overview is not intended to limit the scope of the claims.

[0006] According to a first aspect of this application, a vehicle control method is provided, comprising: performing rear dual-motor differential feedback torque control on the vehicle to adjust the vehicle speed according to the vehicle's steering state.

[0007] Optionally, the step of adjusting the vehicle speed by performing rear dual-motor differential feedback torque control on the vehicle according to the vehicle's steering state includes: if the vehicle's steering state is that it is turning, then performing rear dual-motor differential feedback torque control on the vehicle.

[0008] Optionally, the rear dual-motor differential feedback torque control of the vehicle includes: acquiring the real-time transfer torque between the front and rear axles and the transfer torque at the rear axle wheel end of the vehicle; and performing rear dual-motor differential feedback torque control on the vehicle based on the transfer torque between the front and rear axles and the transfer torque at the rear axle wheel end.

[0009] Optionally, the step of performing rear dual-motor differential feedback torque control on the vehicle based on the inter-axle transfer torque and the rear axle wheel-end transfer torque includes: acquiring the real-time target torque at the wheel-end of the left rear drive motor and the target torque at the wheel-end of the right rear drive motor; controlling the left rear drive motor of the vehicle based on the target torque at the wheel-end of the left rear drive motor, the inter-axle transfer torque, the rear axle wheel-end transfer torque, and the left rear drive control relationship; and controlling the right rear drive motor of the vehicle based on the target torque at the wheel-end of the right rear drive motor, the inter-axle transfer torque, the rear axle wheel-end transfer torque, and the right rear drive control relationship.

[0010] Optionally, the aforementioned method further includes: acquiring the real-time target wheel-end torque of the front axle of the vehicle; and controlling the front drive motor of the vehicle based on the target wheel-end torque of the front axle, the transfer torque between the front and rear axles, and the front drive control relationship.

[0011] Optionally, obtaining the real-time transfer torque between the front and rear axles and the transfer torque at the rear axle wheel end of the vehicle includes: obtaining the real-time yaw rate difference and steering position of the vehicle; determining the relationship between the yaw rate difference, the steering position, and the transfer torque between the front and rear axles to obtain the transfer torque between the front and rear axles; and determining the relationship between the yaw rate difference, the steering position, and the transfer torque at the rear axle wheel end to obtain the transfer torque at the rear axle wheel end.

[0012] Optionally, obtaining the real-time yaw rate difference and steering state of the vehicle includes: obtaining the desired yaw rate based on the real-time vehicle speed and steering wheel angle; obtaining the corrected yaw rate; and obtaining the yaw rate difference based on the desired yaw rate and the corrected yaw rate.

[0013] Optionally, obtaining the desired yaw rate based on the vehicle's real-time speed and steering wheel angle includes: obtaining the desired yaw rate based on desired yaw rate mapping data, the vehicle's real-time speed, and steering wheel angle; wherein the desired yaw rate mapping data includes at least one set of mapping relationships between the vehicle speed and the steering wheel angle.

[0014] Optionally, obtaining the real-time yaw rate difference and steering status of the vehicle includes: obtaining an understeer indicator and an oversteer indicator; and obtaining the steering status based on the understeer indicator and the oversteer indicator.

[0015] Optionally, obtaining the inter-axle transfer torque based on the yaw rate difference, the steering position, and the relationship between the front and rear axle transfer torques includes: obtaining an inter-axle correction coefficient; obtaining a total target wheel-end torque; obtaining an inter-axle transfer ratio based on the yaw rate difference and the steering position; and obtaining the inter-axle transfer torque based on the relationship between the front and rear axle transfer torques, the inter-axle transfer ratio, the total target wheel-end torque, and the inter-axle correction coefficient.

[0016] Optionally, obtaining the total target wheel-end torque includes: obtaining the front axle target wheel-end torque, the left rear drive motor wheel-end target torque, and the right rear drive motor wheel-end target torque; and obtaining the total target wheel-end torque based on the front axle target wheel-end torque, the left rear drive motor wheel-end target torque, and the right rear drive motor wheel-end target torque.

[0017] Optionally, obtaining the inter-axle correction coefficient includes: obtaining the inter-axle correction coefficient based on inter-axle correction coefficient mapping data, the real-time vehicle speed, and the total target wheel-end torque; wherein the inter-axle correction coefficient mapping data includes at least one set of mapping relationships between the vehicle speed and the total target wheel-end torque.

[0018] Optionally, obtaining the inter-axle transfer ratio based on the yaw rate difference and the steering position includes: obtaining the inter-axle transfer ratio based on inter-axle transfer ratio mapping data, the yaw rate difference, and the steering position; wherein the inter-axle transfer ratio mapping data includes at least one set of mapping relationships between the inter-axle transfer ratio, the yaw rate difference, and the steering position.

[0019] Optionally, obtaining the rear axle wheel-end transfer torque based on the relationship determined by the yaw rate difference, the steering state position, and the rear axle wheel-end transfer torque includes: obtaining the total target wheel-end torque; obtaining the rear axle wheel-end correction coefficient; obtaining the rear axle wheel-end transfer ratio based on the yaw rate difference and the steering state position; and obtaining the rear axle wheel-end transfer torque based on the relationship determined by the rear axle wheel-end transfer torque, the rear axle wheel-end correction coefficient, the yaw rate difference, the rear axle wheel-end transfer ratio, and the total target wheel-end torque.

[0020] Optionally, obtaining the rear axle wheel end correction coefficient includes: obtaining the rear axle wheel end correction coefficient based on the rear axle wheel end correction coefficient mapping data, the real-time vehicle speed, and the total target wheel end torque; wherein the rear axle wheel end correction coefficient mapping data includes at least one set of mapping relationships between the vehicle speed and the total target wheel end torque.

[0021] Optionally, obtaining the rear axle wheel-end transfer ratio based on the yaw rate difference and the steering state position includes: obtaining the rear axle wheel-end transfer ratio based on rear axle wheel-end transfer ratio mapping data, the yaw rate difference, and the steering state position; wherein, the rear axle wheel-end transfer ratio mapping data includes at least one set of mapping relationships between the rear axle wheel-end transfer ratio, the yaw rate difference, and the steering state position.

[0022] Optionally, the aforementioned method further includes: performing independent left and right rear wheel steering control on the vehicle to adjust the toe angle.

[0023] Optionally, the independent left and right rear wheel steering control of the vehicle includes: obtaining the left rear wheel steering angle and the right rear wheel steering angle based on the real-time vehicle speed and yaw rate difference; and performing independent left and right rear wheel steering control of the vehicle based on the left rear wheel steering angle and the right rear wheel steering angle.

[0024] Optionally, obtaining the left rear wheel angle and the right rear wheel angle based on the vehicle's real-time speed and yaw rate difference includes: obtaining the left rear wheel angle and the right rear wheel angle based on left and right rear wheel angle mapping data, the vehicle speed, and the yaw rate difference; wherein the left and right rear wheel angle mapping data includes at least one mapping relationship between the vehicle speed and the yaw rate difference.

[0025] Optionally, the aforementioned method further includes: determining the direction of the left rear wheel angle and the right rear wheel angle based on the vehicle speed; wherein the left rear wheel angle and the right rear wheel angle are the same in magnitude but opposite in direction.

[0026] Optionally, the aforementioned method further includes controlling the vehicle's active suspension system to adjust the roll angle.

[0027] Optionally, controlling the active suspension system of the vehicle includes: controlling the active suspension system of the vehicle according to the real-time vehicle speed and the steering state.

[0028] Optionally, controlling the active suspension system of the vehicle includes: reducing the height of the suspension in the active suspension system to compress the space of the vehicle's center of gravity offset.

[0029] Optionally, controlling the active suspension system of the vehicle includes: increasing the damping of the outer shock absorber in the active suspension system to suppress body roll compression.

[0030] Optionally, the aforementioned method further includes: obtaining the steering state based on sensor data of the vehicle.

[0031] Optionally, the aforementioned method further includes: obtaining the steering state based on the steering wheel angular rate of the vehicle.

[0032] According to a second aspect of this application, a vehicle control device is provided, comprising: an anti-rollover control unit configured to perform rear dual-motor differential feedback torque control on the vehicle according to the vehicle's steering state to adjust the vehicle speed.

[0033] According to a third aspect of this application, a computer-readable storage medium is provided that stores computer instructions thereon, which, when executed by a processor, implement the above-described vehicle control method.

[0034] According to a fourth aspect of this application, a computer program product is provided, including computer instructions that, when executed by a processor, implement the vehicle control method described above.

[0035] According to a fifth aspect of this application, an electronic device is provided, comprising: a memory storing computer instructions thereon; and a processor for executing the computer instructions in the memory to implement the vehicle control method described above.

[0036] According to a sixth aspect of this application, a vehicle is provided, including the aforementioned vehicle control device or the aforementioned electronic device.

[0037] This embodiment of the application adjusts the vehicle speed by implementing rear dual-motor differential feedback torque control based on the vehicle's steering state. By monitoring the vehicle's steering state in real time and taking corresponding rear dual-motor differential feedback torque control measures, it can quickly respond to sudden steering situations, effectively reduce vehicle speed, and improve driving safety. Furthermore, compared to reducing vehicle speed through hydraulic braking, this embodiment of the application, by controlling yaw moment through rear dual-motor differential feedback torque control, can quickly reduce vehicle speed, thereby reducing the risk of wheel liftoff and improving the user's driving experience.

[0038] Other features and advantages of this application will be described in detail in the following detailed description section.

[0039] After reading and understanding the accompanying diagrams and detailed descriptions, the other aspects can be understood. Attached Figure Description

[0040] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments 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.

[0041] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0042] Figure 1 is a flowchart of a vehicle control method provided in an embodiment of this application;

[0043] Figure 2 is a schematic diagram of the system architecture of a three-motor vehicle provided in an embodiment of this application;

[0044] Figure 3 is a schematic diagram of the structure of an automobile control device provided in an embodiment of this application;

[0045] Figure 4 is another schematic diagram of a vehicle control method provided in an embodiment of this application;

[0046] Figure 5 is a flowchart illustrating an anti-rollover function provided in an embodiment of this application;

[0047] Figure 6 is a schematic diagram of a vehicle structure provided in an embodiment of this application;

[0048] Figure 7 is a structural schematic diagram of a vehicle control device provided in an embodiment of this application;

[0049] Figure 8 is a schematic diagram of a vehicle provided in an embodiment of this application.

[0050] Explanation of reference numerals in the attached drawings: 10. Vehicle; 201. Vehicle controller; 202. IPB braking system; 203. Active suspension system; 204. Steering system; 205. IMU inertial navigation sensor; 206. Battery management system; 207. Left rear drive motor; 208. Right rear drive motor; 209. Left rear wheel steering gear; 210. Right rear wheel steering gear; 301. Entry / exit unit; 3011. Function activation judgment unit; 3012. Function exit judgment unit; 302. State estimation unit; 3021. Dynamics unit; 3022. Data acquisition unit; 303. Anti-rollover control unit; 3031. Left and right rear wheel steering control unit; 3032. Dual motor torque control unit; 3033. IPB control unit; 3034. Active suspension control unit; 3035. Arbitration unit; 601. Front axle electric power steering system; 602. Front drive motor; 700. Vehicle control device. Detailed Implementation

[0051] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0052] With the rapid development of automobiles, vehicles have become an indispensable part of people's daily lives. However, during driving, vehicles may encounter sudden steering instability, which can be caused by active or passive factors. For example, at high speeds, users may need to actively steer to avoid obstacles, or passive steering may occur due to environmental factors such as wet roads. Such sudden steering poses a serious threat to driving safety; therefore, how to quickly reduce vehicle speed when a vehicle suddenly steering has become an urgent technical problem to be solved.

[0053] Specifically, when a vehicle undergoes a sudden turn, the yaw rate increases significantly, reducing the adhesion between the tires and the road surface. In this situation, if the vehicle speed remains constant or is not reduced in time, it is highly likely to lose control. The yaw rate is a key parameter for measuring steering stability. When the yaw rate exceeds a certain critical value, the vehicle enters an unstable state. For example, suppose a car is traveling at 120 km / h on a highway and suddenly encounters an obstacle ahead, requiring an emergency lane change. In this situation, if the steering wheel angle is too large or the steering speed is too fast, the vehicle's yaw rate may rise sharply from 0° / s to 15° / s or even higher in a short period, far exceeding the generally considered safe threshold of 5° / s.

[0054] Therefore, failure to address this technical problem promptly and effectively could lead to a series of serious technical consequences. First, the vehicle's tires may lose traction due to sideslip, causing a complete loss of directional control. Second, excessive yaw can cause a dramatic shift in the vehicle's center of gravity, increasing the risk of rollover. Furthermore, because the vehicle speed is not reduced in time, its kinetic energy remains high, resulting in even more severe damage in the event of a collision. From a system control perspective, the vehicle's dynamic characteristics become extremely complex and nonlinear in this situation, which traditional vehicle control systems may not be able to handle effectively. Therefore, developing a technical solution capable of rapidly and precisely adjusting vehicle speed during sudden steering maneuvers is crucial for improving vehicle safety and stability. This not only concerns the safety of individual vehicles but may also impact the safety and efficiency of the entire transportation system.

[0055] During vehicle operation, sudden steering can lead to vehicle instability, posing a serious threat to driving safety. To address this issue, this application involves in-depth technical exploration and analysis.

[0056] First, considering the dynamic characteristics of a vehicle during cornering, this application proposes a control approach utilizing the vehicle's own powertrain. Specifically, this involves influencing the vehicle's motion state by adjusting the distribution of driving torque. The control of the rear-wheel drive motor is particularly critical, as the rear wheels have a greater impact on the vehicle's lateral stability.

[0057] Further considering how to precisely control the rear-wheel drive force to achieve optimal results, this application proposes the concept of differential regenerative torque control. This method, by applying different drive torques to the left and right rear wheels, can generate a corrective torque while maintaining vehicle forward movement, thus contributing to the restoration of vehicle stability.

[0058] However, controlling only the rear wheels may not be precise enough. Therefore, this application further considers coordinated control between the front and rear axles. By adjusting the torque distribution between the front and rear axles, the vehicle's dynamic characteristics can be more comprehensively affected. This method can not only control vehicle speed but also optimize vehicle attitude and improve stability during steering.

[0059] In the implementation process, this application recognizes that accurate judgment of the vehicle's steering state is crucial. Therefore, a control strategy based on the vehicle's steering state is designed. When vehicle steering is detected, the system immediately activates the dual-motor differential feedback torque control to quickly respond to dynamic changes in the vehicle.

[0060] Based on the above considerations, according to the first aspect of this application, an embodiment of this application provides a vehicle control method.

[0061] Please refer to Figure 1, which is a flowchart of a vehicle control method provided in an embodiment of this application. The vehicle control method may include the following step S100:

[0062] Step S100: Based on the vehicle's steering state, perform rear dual-motor differential feedback torque control to adjust the vehicle speed.

[0063] This method can quickly and accurately adjust the vehicle speed when the vehicle suddenly turns, effectively improving the vehicle's safety and stability.

[0064] Among them, the vehicle's steering state refers to the steering situation of the vehicle during driving, which can be characterized by parameters such as steering wheel angle and yaw rate.

[0065] Rear dual-motor differential feedback torque control refers to influencing the vehicle's motion state by adjusting the difference in output torque between the left and right rear drive motors. Specifically, the drive motors can be used to achieve precise torque adjustment.

[0066] Speed ​​adjustment refers to appropriately increasing or decreasing the vehicle's speed based on its dynamic characteristics and driving environment. This can be achieved through the coordinated control of the drive system and braking system.

[0067] In some embodiments, the vehicle control method further includes: during passive steering, acquiring a steering state based on sensor data of the vehicle; and / or, during active steering, acquiring a steering state based on the steering wheel angular rate of the vehicle.

[0068] This application proposes a rear dual-motor differential feedback torque control method based on vehicle steering state. By monitoring the vehicle's steering state in real time and performing differential control on the rear-wheel drive motors accordingly, precise adjustment of vehicle speed can be achieved. This method can respond quickly when the vehicle suddenly turns, effectively improving vehicle stability and safety.

[0069] The implementation method of this application can be described in detail as follows:

[0070] First, the vehicle is equipped with a steering status detection system, which includes a steering wheel angle sensor, a yaw rate sensor, and other sensors. These sensors collect steering-related data in real time and transmit the data to the vehicle control unit.

[0071] Secondly, the vehicle control unit analyzes and processes the received steering status data. When steering is detected, the vehicle control unit immediately activates the rear dual-motor differential regenerative torque control strategy.

[0072] During differential torque feedback control, the vehicle control unit calculates the difference in drive torque required by the left and right rear wheels based on the vehicle's steering direction and degree. For example, when the vehicle turns left, the vehicle control unit may increase the drive torque of the right rear wheel while decreasing the drive torque of the left rear wheel, thereby generating a feedback torque that is beneficial to vehicle stability.

[0073] Finally, the vehicle control unit sends the calculated torque commands to the drive motors of the left and right rear wheels respectively. Based on the received commands, the drive motors precisely adjust their output torque, thereby adjusting the vehicle speed.

[0074] The advantage of this control method lies in the fact that rear-wheel drive has a greater impact on the vehicle's lateral stability, while differential control can generate a corrective torque while maintaining the vehicle's forward movement. Compared to traditional braking control, this method offers faster response and more precise adjustment, better adapting to the speed adjustment needs during sudden steering maneuvers.

[0075] As an optional implementation method, the vehicle control method provided in this application embodiment can be specifically implemented as follows:

[0076] The vehicle is equipped with a steering wheel angle sensor, a yaw rate sensor, a vehicle speed sensor, and left and right rear wheel drive motors. The steering wheel angle sensor has a resolution of 0.1° and a sampling frequency of 100Hz; the yaw rate sensor has a measurement range of ±100° / s and an accuracy of 0.01° / s; the vehicle speed sensor has an accuracy of 0.1km / h. Both left and right rear wheel drive motors are permanent magnet synchronous motors with a rated power of 100kW and a maximum torque of 300Nm.

[0077] The vehicle control unit employs a 32-bit microprocessor with a clock speed of 200MHz, and incorporates 16MB of flash memory and 2MB of random access memory (RAM). The vehicle control unit communicates with various sensors and drive motors via a Controller Area Network (CAN) bus at a communication rate of 500kbps.

[0078] In actual operation, the vehicle control unit executes a control cycle every 10ms. First, the vehicle control unit reads data from each sensor and calculates the vehicle's steering state. When it detects that the steering wheel angle exceeds 5° or the yaw rate exceeds 3° / s, it determines that the vehicle is steering and initiates differential feedback torque control.

[0079] The vehicle control unit calculates the target torque difference between the left and right rear wheels based on a preset control algorithm. For example, when the vehicle turns left, the target torque for the right rear wheel may be 10% higher than that for the left rear wheel. The vehicle control unit then sends the calculated torque command to the drive motor via the CAN bus.

[0080] After receiving the command, the drive motor adjusts its torque within 5ms. Through this rapid and precise torque control, the vehicle can reduce its speed by 10% within 0.5s while maintaining good directional stability.

[0081] This control method can respond quickly when a vehicle suddenly turns, effectively adjust the vehicle speed, improve driving safety, and provide an effective technical solution for solving the speed control problem when a vehicle suddenly turns.

[0082] In some embodiments, during implementation, this application also addresses the issue of how to quickly and effectively adjust vehicle speed when the vehicle is turning. To address this, embodiments of this application propose implementing rear dual-motor differential feedback torque control if the vehicle is in a turning state.

[0083] The technical solution provided in this application determines whether the vehicle is in a turning state and adopts rear dual-motor differential feedback torque control when the vehicle is turning, which can effectively adjust the vehicle speed and improve the stability and safety of the vehicle during the turning process.

[0084] The technical solution provided in this application first requires determining the vehicle's steering state. This can be achieved in various ways, for example:

[0085] 1. The steering wheel rotation angle is detected by a steering wheel angle sensor. When the steering wheel rotation angle exceeds a preset threshold, the vehicle is determined to be in a steering state.

[0086] 2. Utilize the vehicle's yaw rate sensor. When the detected yaw rate exceeds a certain threshold, it can be considered that the vehicle is turning.

[0087] 3. By combining information from the Global Positioning System (GPS) and electronic maps, predict the vehicle's steering state when it is about to enter a curve.

[0088] 4. By detecting the speed difference between the left and right wheels using wheel speed sensors, it can determine whether the vehicle is turning.

[0089] When the vehicle is determined to be in a turning state, this embodiment of the application uses a rear dual-motor differential feedback torque control method to adjust the vehicle speed. In the embodiments of this application, the above control method can be implemented through the following steps.

[0090] 1. For rear-wheel drive dual-motor vehicles, the left and right rear wheels are driven by independent motors.

[0091] 2. During steering, the inner and outer wheels travel different distances and require different rotational speeds.

[0092] 3. By applying different torques to the two rear drive motors, a differential effect can be achieved, allowing the inner and outer wheel speeds to match the turning radius.

[0093] 4. At the same time, by adjusting the total output torque of the two motors, the overall speed of the vehicle can be controlled.

[0094] 5. Regenerative torque control refers to the motor acting as a generator during deceleration, converting kinetic energy into electrical energy and storing it in the battery, thus achieving energy recovery.

[0095] The advantage of this control method is that:

[0096] 1. It can precisely control the speed difference between the left and right rear wheels, improving steering stability and comfort.

[0097] 2. By adjusting the total torque, vehicle speed can be flexibly controlled during steering, improving safety.

[0098] 3. Energy recovery function can improve the energy utilization efficiency of vehicles.

[0099] 4. Compared to traditional mechanical differentials, motor differential control offers faster response and more precise control.

[0100] In practical applications, the technical solution provided by the embodiments of this application can be implemented as follows:

[0101] Suppose a vehicle is traveling at 100 km / h on a highway and suddenly needs to change lanes. At this moment, the steering wheel angle sensor detects that the steering wheel angle exceeds 5 degrees, and the system determines that the vehicle has entered a turning state. The vehicle controller immediately initiates dual-motor differential feedback torque control.

[0102] 1. Assuming a lane change to the left, the vehicle controller will slightly increase the output torque of the right rear drive motor while decreasing the output torque of the left rear drive motor to achieve a differential effect.

[0103] 2. At the same time, the vehicle controller will appropriately reduce the total output torque of the two motors, so that the vehicle speed will be smoothly reduced to 80km / h within 5 seconds.

[0104] 3. During deceleration, both motors will enter power generation mode, converting some of the kinetic energy into electrical energy and storing it in the battery.

[0105] 4. After the vehicle completes the lane change and the steering wheel is returned to center, the vehicle controller will gradually restore the balanced output of the two motors, allowing the vehicle to return to normal driving status.

[0106] This control method allows the vehicle to smoothly and safely reduce speed during cornering while maintaining good handling, effectively avoiding potential safety hazards caused by high-speed cornering. Compared to traditional mechanical differential and braking systems, the technical solution provided in this application has the following advantages:

[0107] 1. Faster response speed: Motor control can be completed in milliseconds, which is much faster than the reaction speed of mechanical systems.

[0108] 2. Higher control precision: It can continuously and precisely adjust torque according to real-time road conditions and vehicle status.

[0109] 3. Higher energy efficiency: Through regenerative braking, some kinetic energy can be recovered, improving energy efficiency.

[0110] 4. Higher system integration: No additional mechanical differential and complex braking system are required, simplifying the vehicle structure.

[0111] 5. Higher reliability: Fewer mechanical parts reduce failure rate and maintenance costs.

[0112] In summary, the technical solution proposed in this application, through rear dual-motor differential feedback torque control, effectively solves the speed adjustment problem of the vehicle during the steering process, improves driving safety and comfort, and also enhances the energy utilization efficiency of the vehicle.

[0113] In some embodiments, during implementation, this application also presents the problem of how to perform rear dual-motor differential feedback torque control to adjust the vehicle speed based on the vehicle's steering state. To address this, embodiments of this application propose obtaining the real-time inter-axle transfer torque and rear axle wheel-end transfer torque of the vehicle; and performing rear dual-motor differential feedback torque control based on the inter-axle transfer torque and rear axle wheel-end transfer torque.

[0114] The technical solution provided in this application obtains the real-time transfer torque between the front and rear axles and the transfer torque at the rear axle wheel end of the vehicle, and performs differential feedback torque control of the rear dual motors based on this torque information. This allows for more precise adjustment of the vehicle speed, thereby improving the stability and safety of the vehicle during steering.

[0115] The technical solution provided in this application first obtains the real-time torque transfer between the front and rear axles of the vehicle. This torque transfer reflects the torque distribution between the front and rear axles, which is crucial for understanding the current power distribution state of the vehicle. Simultaneously, this application also obtains the rear axle wheel-end torque transfer, which reflects the torque distribution between the left and right rear wheels.

[0116] After acquiring these two torque data points, this embodiment of the application performs rear dual-motor differential feedback torque control on the vehicle based on these data. This control method dynamically adjusts the output torque of the left and right rear axle motors according to the actual steering state of the vehicle, thereby achieving precise control of the vehicle speed.

[0117] For example, when a vehicle turns, the forward / backward shift of the vehicle's center of gravity can be determined based on the acquired torque transfer between the front and rear axles. If the center of gravity shifts towards the front axle, it may be necessary to increase the driving force on the rear axle to maintain vehicle stability. Simultaneously, the load on the inner and outer tires during turning can be determined based on the torque transfer at the rear axle wheels. By comprehensively analyzing these two torque data points, the differential torque that the left and right rear drive motors should output can be accurately calculated, thereby achieving precise control of vehicle speed and optimization of vehicle posture.

[0118] As an optional implementation, the embodiments of this application can achieve differential feedback torque control of the dual motors through the following steps:

[0119] 1. First, real-time data on the torque transfer between the front and rear axles and the torque transfer at the rear axle wheel ends are acquired through the vehicle's sensor system. This data may come from torque sensors, acceleration sensors, gyroscopes, etc.

[0120] 2. Then, the acquired torque data is input into a preset control algorithm. This algorithm may be based on fuzzy control, neural networks, or other advanced control theories.

[0121] 3. The control algorithm calculates the differential torque that the left and right rear drive motors should output based on the input torque data and information such as the vehicle's current speed and steering angle.

[0122] 4. Finally, the calculated differential torque command is sent to the left and right rear drive motors through the vehicle's Electric Control Unit (ECU) to achieve precise control of the vehicle.

[0123] In this way, the technical solution provided in this application embodiment can achieve more precise and dynamic vehicle speed adjustment when the vehicle is turning. Compared with traditional single brake or differential control, this rear dual-motor differential feedback torque control method based on real-time torque data can respond to changes in the vehicle's steering state more quickly and accurately, thereby improving the vehicle's handling and safety.

[0124] Furthermore, the technical solution provided in this application also has the following advantages:

[0125] 1. Fast response speed: Since control is based directly on real-time torque data, it can achieve a millisecond-level response speed, which is much faster than traditional mechanical control methods.

[0126] 2. High control precision: By accurately measuring and analyzing the torque transfer between the front and rear axles and the torque transfer at the rear axle wheel ends, the dynamic characteristics of the vehicle can be accurately grasped, thereby achieving more precise control.

[0127] 3. High adaptability: This control method can dynamically adjust the control strategy according to different road conditions, vehicle speed, steering angle and other factors, and has a high degree of adaptability.

[0128] 4. High energy efficiency: Compared with traditional mechanical differentials or braking systems, motor differential control can utilize energy more efficiently and reduce energy loss.

[0129] 5. High reliability: Due to the use of electronic control systems, it has higher reliability and longer service life compared to mechanical systems.

[0130] In summary, the rear dual-motor differential feedback torque control method based on the transfer torque between the front and rear axles and the transfer torque at the rear axle wheel end proposed in this application can effectively solve the problem of vehicle speed adjustment during steering, improve vehicle handling and safety, and has significant practical application value.

[0131] In some embodiments, during implementation, this application also presents the problem of how to precisely control the left and right rear drive motors to achieve differential feedback torque control. To address this, embodiments of this application propose obtaining the real-time target torque at the wheel ends of the left and right rear drive motors; controlling the left rear drive motor based on the target torque at the wheel ends of the left rear drive motor, the transfer torque between the front and rear axles, the transfer torque at the wheel ends of the rear axle, and the left rear drive control relationship; and controlling the right rear drive motor based on the target torque at the wheel ends of the right rear drive motor, the transfer torque between the front and rear axles, the transfer torque at the wheel ends of the rear axle, and the right rear drive control relationship.

[0132] This application embodiment acquires the real-time target torque at the wheel ends of the left and right rear drive motors and combines it with the transfer torque between the front and rear axles and the transfer torque at the rear axle wheel ends to control the left and right rear drive motors respectively, achieving precise differential feedback torque control of the rear dual motors. This control method takes into account the dynamic changes during vehicle steering and can more flexibly adjust the vehicle's driving state.

[0133] This application first acquires the real-time target torque at the wheel ends of the left and right rear drive motors. These two target torque values ​​are calculated based on the vehicle's current driving state and the driver's operational intentions. Then, combining the transfer torque between the front and rear axles and the transfer torque at the rear axle wheel ends, the left and right rear drive motors are controlled respectively.

[0134] For the left rear drive motor, this embodiment controls it based on the target torque at the wheel end of the left rear drive motor, the transfer torque between the front and rear axles, the transfer torque at the wheel end of the rear axle, and the left rear drive control relationship. The left rear drive control relationship can be a preset control algorithm or mapping relationship used to convert various input parameters into specific motor control commands.

[0135] Similarly, for the right rear drive motor, the embodiments of this application control it based on the target torque at the wheel end of the right rear drive motor, the transfer torque between the front and rear axles, the transfer torque at the wheel end of the rear axle, and the right rear drive control relationship. The right rear drive control relationship may be similar to the left rear drive control relationship, but will be appropriately adjusted according to the characteristics of the right motor.

[0136] In this way, the embodiments of this application can achieve independent and precise control of the left and right rear drive motors. For example, when the vehicle is turning, the driving force of the inner wheel can be appropriately reduced, while the driving force of the outer wheel can be appropriately increased, thereby assisting the vehicle in completing the steering action and improving steering efficiency and stability.

[0137] The control method provided in this application also considers the transfer torque between the front and rear axles and the transfer torque at the rear axle wheel ends. These two parameters reflect the weight transfer and dynamic changes of the vehicle during steering. By incorporating these factors into the control logic, this application can more accurately predict and compensate for changes in the dynamic characteristics of the vehicle during steering, thereby achieving smoother and more precise control.

[0138] As an optional implementation method, the embodiments of this application can adopt the following specific steps to achieve differential feedback torque control of the rear dual motors:

[0139] 1. Obtain the real-time target torque TL at the left rear drive motor wheel end and the target torque TR at the right rear drive motor wheel end of the vehicle. These values ​​can be calculated by the vehicle control unit based on parameters such as current vehicle speed, acceleration, and steering wheel angle.

[0140] 2. Obtain the transfer torque Tf between the front and rear axles and the transfer torque Tr at the rear axle wheel end. These values ​​can be measured or estimated in real time by the vehicle's sensor system.

[0141] 3. For the left rear drive motor, the following control formula applies: TL_actual=TL+Kf*Tf+Kr*Tr;

[0142] Wherein, TL_actual is the actual output torque of the left rear drive motor, and Kf and Kr are adjustment coefficients that can be optimized according to vehicle characteristics.

[0143] 4. For the right rear drive motor, a similar control formula applies: TR_actual=TR-Kf*Tf-Kr*Tr;

[0144] 5. The calculated TL_actual and TR_actual are sent to the controllers of the left and right rear drive motors respectively to achieve precise motor control.

[0145] Through this implementation method, the present application can realize differential control of the left and right rear drive motors during vehicle steering, effectively adjust the vehicle's driving state, and improve steering performance and driving stability.

[0146] Compared with the prior art, the technical solution provided in this application has the following advantages:

[0147] 1. Precise control: By taking into account the target torque at the wheel ends of the left and right rear drive motors, the transfer torque between the front and rear axles, and the transfer torque at the wheel ends of the rear axle, the embodiments of this application can more precisely control the rear dual motors, and can better adapt to complex driving environments compared to simple differential control.

[0148] 2. Dynamic Adaptation: The control method provided in this application embodiment can adjust the control parameters in real time according to the vehicle's steering state, thereby better adapting to different driving conditions and improving the vehicle's handling and safety.

[0149] 3. Synergistic effect: By incorporating the torque transfer between the front and rear axles and the torque transfer at the rear axle wheel ends into the control logic, the embodiments of this application realize the synergistic control of the vehicle's longitudinal and lateral dynamics, which can more comprehensively optimize the vehicle's driving performance.

[0150] 4. Flexible and adjustable: The control method provided in this application has good adjustability and can be adapted to different types of vehicles or different driving modes by adjusting the control parameters, which has broad application prospects.

[0151] In some embodiments, during implementation, this application also presents the problem of how to coordinate the control of the front drive motor and the rear drive motor to achieve more precise vehicle control. To address this, embodiments of this application propose obtaining the real-time target wheel-end torque of the vehicle's front axle; and controlling the vehicle's front drive motor based on the target wheel-end torque, the transfer torque between the front and rear axles, and the front drive control relationship.

[0152] The technical solution proposed in this application, by coordinating the control of the front drive motor and the rear drive motor, can more comprehensively adjust the power distribution of the vehicle, thereby achieving more precise vehicle speed control and steering stability control. By acquiring the target wheel-end torque of the front axle and combining it with the torque transferred between the front and rear axles, the output of the front drive motor can be controlled more accurately, enabling it to form a synergistic effect with the control of the rear drive motor.

[0153] The technical solution provided in this application can be achieved through the following steps:

[0154] First, the real-time target wheel-end torque of the vehicle's front axle is obtained. This step can be calculated by the vehicle's control system based on the current driving state, driver input, and the vehicle's dynamics model. The target wheel-end torque of the front axle reflects the driving force required by the vehicle's front wheels and is an important parameter for controlling the front drive motor.

[0155] Secondly, based on the target wheel-end torque of the front axle, the torque transferred between the front and rear axles, and the front drive control relationship, the vehicle's front drive motor is controlled. This step involves the comprehensive consideration of multiple parameters:

[0156] 1. Front axle target wheel end torque: This is the torque that the front wheels should ideally output.

[0157] 2. Torque transfer between front and rear axles: This parameter reflects the distribution of longitudinal power between the front and rear axles of the vehicle, and may vary with factors such as the vehicle's steering state and acceleration.

[0158] 3. Front drive control relationship: This is a control algorithm or mapping relationship used to convert the target torque and transfer torque into actual control commands for the front drive motor.

[0159] By taking these factors into account, the control system can precisely adjust the output of the front drive motor to achieve a coordinated effect with the control of the rear drive motor.

[0160] For example, during vehicle steering, if an understeer tendency is detected, the control system may increase the driving force on the front axle while decreasing the driving force on the rear axle. In this case, the target wheel-end torque on the front axle may increase, and the torque transfer between the front and rear axles will be adjusted accordingly. Based on these changes, the front drive control relationship will calculate the optimal output of the front drive motor to assist the vehicle in completing the steering maneuver more effectively.

[0161] As an alternative implementation, the front-drive control relationship can employ an adaptive control algorithm. This algorithm dynamically adjusts the control parameters based on the vehicle's real-time status (such as vehicle speed, yaw rate, sideslip angle, etc.), thereby achieving optimal front-drive motor control performance under different driving conditions.

[0162] By implementing the technical solutions provided in the embodiments of this application, the following technical effects can be achieved:

[0163] 1. Improve vehicle steering stability: By coordinating the control of the front and rear drive motors, the power distribution of the vehicle during steering can be better balanced, reducing understeer or oversteer.

[0164] 2. Optimize vehicle power efficiency: Adjusting the power distribution between the front and rear axles according to real-time driving conditions can enable the vehicle to maintain high power efficiency under different operating conditions.

[0165] 3. Enhance vehicle handling: Precise control of the front drive motor allows the vehicle to respond to driver input more quickly and accurately, improving the overall handling performance of the vehicle.

[0166] 4. Improved driving safety: Through more precise power control, vehicle speed and attitude can be adjusted more effectively in emergency situations (such as sudden steering), reducing the risk of accidents.

[0167] Compared with the prior art, the technical solution provided in this application has the following advantages:

[0168] 1. More comprehensive power control: Traditional vehicle control systems typically focus only on rear-wheel drive or four-wheel drive, neglecting the precise control of the front drive motor. The embodiments of this application achieve more comprehensive and precise power control by simultaneously controlling both the front and rear drive motors.

[0169] 2. Greater adaptability: By introducing torque transfer between the front and rear axles and front drive control relationship, the control method provided in this application embodiment can better adapt to different driving conditions and road conditions.

[0170] 3. Better synergy: The technical solution provided in this application combines the control of the front drive motor with the differential feedback torque control of the rear dual motors to form a more complete and coordinated vehicle control system, which can more effectively adjust vehicle speed and maintain vehicle stability.

[0171] In some embodiments, during implementation, this application also presents the problem of accurately obtaining the real-time inter-axle transfer torque and rear axle wheel-end transfer torque of a vehicle. To address this, embodiments of this application propose a method for obtaining the real-time inter-axle transfer torque and rear axle wheel-end transfer torque of a vehicle. Specifically, this includes: obtaining the real-time yaw rate difference and steering position of the vehicle; determining the relationship between the yaw rate difference, steering position, and inter-axle transfer torque to obtain the inter-axle transfer torque; and determining the relationship between the yaw rate difference, steering position, and rear axle wheel-end transfer torque to obtain the rear axle wheel-end transfer torque.

[0172] This method, by acquiring the vehicle's yaw rate difference and steering position, and combining this with a pre-established torque transfer relationship, can accurately calculate the real-time inter-axle torque transfer and rear axle wheel-end torque transfer. This provides crucial input parameters for subsequent differential feedback torque control, helping to more precisely adjust the vehicle's steering performance and stability.

[0173] In practice, the real-time yaw rate difference and steering position of the vehicle are first acquired. The yaw rate difference reflects the deviation between the vehicle's actual yaw motion and the ideal state, and is an important indicator for measuring the vehicle's steering state. The steering position characterizes whether the vehicle is understeer or oversteer. These two parameters together describe the vehicle's current steering characteristics.

[0174] The process of obtaining the yaw rate difference may include: obtaining the desired yaw rate based on the vehicle's real-time speed and steering wheel angle; obtaining the corrected actual yaw rate; and subtracting the desired yaw rate from the corrected yaw rate to obtain the yaw rate difference. The desired yaw rate can be obtained by searching pre-established mapping data, which contains the correspondence between vehicle speed, steering wheel angle, and desired yaw rate.

[0175] The steering status can be obtained based on understeer and oversteer flags. These two flags are determined by comparing the actual yaw rate with the expected yaw rate. When the actual yaw rate is less than the expected value, it is considered understeer; otherwise, it is considered oversteer.

[0176] Next, based on the obtained yaw rate difference, steering position, and the pre-established relationship between the front and rear axle transfer torques, the front and rear axle transfer torques are calculated. This step may involve the following processes: first, obtaining the axle correction coefficient, which may be related to the vehicle speed and the total target wheel-end torque; then, determining the axle transfer ratio based on the yaw rate difference and steering position; finally, substituting these parameters into the pre-established calculation formula to obtain the front and rear axle transfer torques.

[0177] Similarly, the calculation of the rear axle wheel-end transfer torque follows a similar process. First, the rear axle wheel-end correction coefficient is obtained, then the rear axle wheel-end transfer ratio is determined, and finally, the calculation is performed based on the pre-established relationship between the rear axle wheel-end transfer torque and the calculated torque.

[0178] The advantage of this method is that it considers multiple influencing factors, such as vehicle speed, steering angle, and the actual motion state of the vehicle, thus providing a more comprehensive reflection of the vehicle's dynamic characteristics. By introducing correction coefficients and transfer ratios, the calculation results can also be fine-tuned to adapt to different driving conditions and vehicle characteristics.

[0179] As a specific example, suppose an electric vehicle is traveling at 120 km / h on a highway and suddenly encounters an obstacle ahead, requiring a rapid lane change. At this moment, the steering wheel angle rapidly increases to 15°. The system first uses a lookup table to determine the desired yaw rate as 0.3 rad / s based on the current vehicle speed and steering wheel angle. Simultaneously, the actual yaw rate is measured by sensors to be 0.25 rad / s. The calculated yaw rate difference is 0.05 rad / s, indicating that the vehicle is in a state of slight understeer.

[0180] Based on this data, the system searches a pre-calibrated mapping table and obtains an inter-axle transfer ratio of 0.2 and a rear axle wheel-end transfer ratio of 0.15. Assume the current total target wheel-end torque is 2000 Nm, the inter-axle correction factor is 1.1, and the rear axle wheel-end correction factor is 1.05.

[0181] Substitute these parameters into the pre-established calculation formula:

[0182] The torque transferred between the front and rear axles = 2000 * 0.2 * 1.1 = 440 Nm;

[0183] Rear axle wheel end transfer torque = 2000 * 0.15 * 1.05 = 315 Nm.

[0184] This means the system will transfer 440 Nm of torque between the front and rear axles, and 315 Nm of torque between the left and right wheels of the rear axle, to compensate for understeer and improve the vehicle’s steering agility.

[0185] In this way, the embodiments of this application can quickly calculate the required transfer torque based on the real-time status of the vehicle, providing precise input for subsequent differential feedback torque control. This not only improves the accuracy and response speed of control, but also better adapts to different road conditions and driving operations, thereby significantly improving vehicle handling and safety.

[0186] Compared to traditional fixed-ratio torque distribution methods, the technical solution provided in this application can dynamically adjust torque distribution based on the vehicle's real-time status, better handling various complex driving conditions. Furthermore, by introducing a correction coefficient, this method also possesses good adaptability and adjustability, allowing for optimization for different vehicle models and driving styles. This precise control based on real-time data not only improves vehicle steering performance but also provides a better driving experience while ensuring safety.

[0187] In some embodiments, during implementation, this application also faces the problem of accurately obtaining the yaw rate difference. To address this, embodiments of this application propose obtaining the desired yaw rate based on the vehicle's real-time speed and steering wheel angle; obtaining the corrected yaw rate; and obtaining the yaw rate difference based on the desired yaw rate and the corrected yaw rate.

[0188] This application's embodiments calculate the desired yaw rate by acquiring the vehicle's real-time speed and steering wheel angle, and compare it with the corrected actual yaw rate to obtain the yaw rate difference. This method can more accurately reflect the vehicle's actual steering state, providing a more reliable data foundation for subsequent control.

[0189] First, the desired yaw rate is obtained based on the vehicle's real-time speed and steering wheel angle. The desired yaw rate reflects the ideal yaw motion state that the vehicle should have under the current speed and steering angle. This step can be achieved by querying a pre-established mapping table or using a specific calculation model. For example, a three-dimensional mapping table can be created, where the horizontal axis represents vehicle speed, the vertical axis represents steering wheel angle, and the depth axis represents the corresponding desired yaw rate.

[0190] Next, the corrected yaw rate is obtained. The corrected yaw rate is a correction value to the vehicle's actual yaw rate. It can be directly measured by sensors such as gyroscopes on the vehicle, or indirectly calculated from other vehicle dynamic parameters. The correction process may involve techniques such as filtering and temperature compensation to improve the accuracy and reliability of the data.

[0191] Finally, the yaw rate difference is calculated based on the obtained desired yaw rate and the corrected yaw rate. This difference reflects the deviation between the vehicle's actual steering state and the ideal state, and is an important basis for subsequent steering control.

[0192] Using this method, the embodiments of this application can more accurately determine the vehicle's steering state, providing more accurate input parameters for subsequent differential feedback torque control. This not only improves control precision but also enables a faster response to changes in vehicle steering, thereby more effectively adjusting vehicle speed and enhancing driving safety.

[0193] As an optional implementation, the desired yaw rate can be obtained by querying pre-established desired yaw rate mapping data. Specifically, a three-dimensional lookup table can be constructed, where the x-axis represents vehicle speed, ranging from 0 km / h to 200 km / h in 5 km / h intervals; the y-axis represents steering wheel angle, ranging from -720° to 720° in 10° intervals; and the z-axis corresponds to the desired yaw rate values ​​under different combinations of vehicle speed and steering angle. For example, when the vehicle speed is 60 km / h and the steering wheel angle is 30°, the desired yaw rate may be 0.2 rad / s obtained by looking up the table.

[0194] The corrected yaw rate can be obtained through the following steps: First, measure the actual yaw rate of the vehicle using a high-precision gyroscope, with a sampling frequency set to 100Hz. Then, perform Kalman filtering on the raw data to eliminate noise. Next, perform temperature compensation on the filtered data based on the current ambient temperature. The compensation coefficient can be determined experimentally; for example, within a temperature range of -20℃ to 60℃, a compensation coefficient can be set for every 10℃. Finally, use the compensated data as the corrected yaw rate.

[0195] The yaw rate difference can be simply calculated by subtracting the corrected yaw rate from the desired yaw rate. For example, if the desired yaw rate is 0.2 rad / s and the corrected yaw rate is 0.15 rad / s, then the yaw rate difference is 0.05 rad / s. This difference can be used to determine whether the vehicle is understeer or oversteer, thus providing a basis for subsequent control strategies.

[0196] Compared with existing technologies, the method proposed in this application has the following advantages: First, by combining vehicle speed and steering wheel angle to obtain the desired yaw rate, more driving factors are considered, making the calculation results more accurate. Second, the actual yaw rate is corrected, reducing the influence of sensor errors and environmental factors, and improving data reliability. Finally, by comparing the expected value and the actual value, the actual steering state of the vehicle can be more accurately reflected, providing a more effective basis for subsequent control. This method not only improves the calculation accuracy of the yaw rate difference but also responds more quickly to changes in vehicle steering, thereby adjusting vehicle speed more effectively and improving driving safety.

[0197] In some embodiments, during implementation, there is a problem of how to accurately obtain the desired yaw rate. To address this, embodiments of this application propose obtaining the desired yaw rate based on desired yaw rate mapping data, the vehicle's real-time speed, and the steering wheel angle; wherein the desired yaw rate mapping data includes at least one set of mapping relationships between vehicle speed and steering wheel angle.

[0198] This application embodiment establishes a pre-defined mapping data for desired yaw rate, which includes the correspondence between vehicle speed, steering wheel angle, and desired yaw rate. In practical applications, the corresponding desired yaw rate can be quickly found or interpolated from this mapping data based on the vehicle's real-time speed and steering wheel angle. This method can obtain the desired yaw rate more accurately and efficiently, providing reliable basic data for subsequent vehicle control.

[0199] The desired yaw rate mapping data can be obtained in the following ways:

[0200] First, through extensive real-vehicle testing or simulation experiments, the ideal yaw rate of the vehicle can be recorded under different combinations of vehicle speed and steering wheel angle. These data points form a three-dimensional space, where the x-axis represents vehicle speed, the y-axis represents steering wheel angle, and the z-axis represents the desired yaw rate.

[0201] Secondly, these discrete data points are interpolated and fitted to generate a continuous three-dimensional surface. This surface represents the mapping relationship between vehicle speed, steering wheel angle, and desired yaw rate.

[0202] Finally, this three-dimensional surface is discretized into a lookup table or a polynomial function and stored in the vehicle's control unit to form the desired yaw rate mapping data.

[0203] In practical applications, the control system acquires the vehicle's speed and steering wheel angle in real time. Then, based on these two parameters, it searches or calculates in the desired yaw rate mapping data to obtain the corresponding desired yaw rate.

[0204] For example, assuming the current vehicle speed is 80 km / h and the steering wheel angle is 15 degrees, the control system will use these two input values ​​to search or interpolate the desired yaw rate mapping data to obtain the corresponding desired yaw rate, such as 0.2 rad / s.

[0205] The advantage of this method is that:

[0206] 1. Accuracy: The mapping data is based on a large amount of experimental data and can accurately reflect the ideal dynamic characteristics of the vehicle under different operating conditions.

[0207] 2. Real-time performance: The desired yaw rate can be quickly obtained by looking up a table or by simple calculation, meeting the requirements of real-time control.

[0208] 3. Adaptability: Specific mapping data can be established for different vehicle models, making the control strategy more adaptable to the characteristics of specific vehicles.

[0209] 4. Adjustability: The mapping data can be adjusted as needed to achieve different vehicle handling characteristics, such as sport or comfort.

[0210] As an optional implementation, the desired yaw rate mapping data can be presented in the form of a three-dimensional lookup table. For example, vehicle speed can be divided into several intervals, such as 0-30 km / h, 30-60 km / h, and 60-90 km / h, and steering wheel angle can be divided into several intervals, such as 0-5 degrees, 5-10 degrees, and 10-15 degrees. For each combination of vehicle speed and steering wheel angle, there is a corresponding desired yaw rate value.

[0211] In practical applications, the control system first determines the range to which the current vehicle speed and steering wheel angle belong, and then looks up the desired yaw rate value in the corresponding table. If the actual value falls between two discrete points, a more accurate desired yaw rate can be calculated using linear interpolation.

[0212] For example, assuming the current vehicle speed is 75 km / h and the steering wheel angle is 12 degrees, the control system will first locate the vehicle speed range of 60-90 km / h and the steering wheel angle range of 10-15 degrees. Then, it will look up the corresponding desired yaw rate value in this sub-table and perform interpolation calculations based on the actual vehicle speed and the specific position of the steering wheel angle within the range to obtain the final desired yaw rate.

[0213] In this way, the embodiments of this application can quickly and accurately obtain the desired yaw rate that matches the current driving state, providing a reliable reference value for subsequent vehicle control, thereby better realizing precise control of the vehicle's steering state and improving driving safety and handling.

[0214] Compared with traditional methods, the technical solution provided in this application has the following advantages:

[0215] 1. High computational efficiency: By pre-establishing mapping data, complex real-time calculations are avoided, greatly improving the response speed of the control system.

[0216] 2. High adaptability: It can establish specific mapping data for different vehicle models and road conditions, making the control strategy more flexible and precise.

[0217] 3. High reliability: The mapping relationship established based on a large amount of experimental data can more accurately reflect the dynamic characteristics of the vehicle and improve the reliability of control.

[0218] 4. Easy to optimize: The vehicle's handling characteristics can be optimized by adjusting the mapping data without modifying the control algorithm itself, which facilitates later debugging and upgrades.

[0219] In some embodiments, during implementation, this application also addresses the issue of accurately obtaining the vehicle's steering state. To address this, embodiments of this application propose obtaining understeering and oversteering flags; and obtaining steering state positions based on the understeering and oversteering flags.

[0220] This application embodiment obtains understeer and oversteer flags and determines the steering state based on these two flags, thereby enabling a more accurate judgment of the vehicle's steering state. This method considers both understeer and oversteer that may occur during vehicle steering, improving the accuracy and comprehensiveness of steering state judgment.

[0221] The understeer indicator shows whether the vehicle is understeer, while the oversteer indicator shows whether it is oversteer. By considering both indicators simultaneously, a more comprehensive assessment of the vehicle's steering behavior can be made. For example, when the understeer indicator is 1 and the oversteer indicator is 0, the vehicle is understeer; when the understeer indicator is 0 and the oversteer indicator is 1, the vehicle is oversteer; and when both indicators are 0, the vehicle is in normal steering.

[0222] The advantage of this method is that it can more accurately reflect the actual steering state of the vehicle, thus providing a more reliable basis for subsequent vehicle control. By accurately judging the steering state, more targeted differential feedback torque control of the rear dual motors can be implemented, thereby more effectively adjusting the vehicle speed and improving driving safety.

[0223] In practical applications, understeer and oversteer flags can be obtained in several ways. For example, they can be determined by comparing the difference between the actual yaw rate and the expected yaw rate. If the actual yaw rate is less than the expected yaw rate and the difference exceeds a certain threshold, the understeer flag can be set to 1; if the actual yaw rate is greater than the expected yaw rate and the difference exceeds a certain threshold, the oversteer flag can be set to 1.

[0224] As an optional implementation, a state machine can be set up to handle the under-pivot and over-pivot flags. For example, the following states can be defined:

[0225] State 0: Normal steering (understeering flag = 0, oversteering flag = 0);

[0226] State 1: Understeering (Understeering flag = 1, Oversteering flag = 0);

[0227] State 2: Oversteering (Understeering flag = 0, Oversteering flag = 1).

[0228] The state machine can perform state transitions based on real-time acquired understeering and oversteering flags to obtain the current steering state. This method can effectively handle dynamic changes in steering state, improving the system's response speed and accuracy.

[0229] The steering status bits obtained in this way can be directly used in subsequent vehicle control logic, such as to determine whether rear dual-motor differential feedback torque control is needed and how to adjust control parameters. This precise steering status judgment makes the vehicle control system more intelligent and efficient, better able to cope with various complex driving situations, thereby improving vehicle handling and safety.

[0230] Compared to traditional methods that rely on a single parameter (such as steering wheel angle or yaw rate) to determine steering state, the method in this application provides a more comprehensive and accurate assessment of steering state by simultaneously considering both understeer and oversteer. This method is better adaptable to different road conditions and driving habits, providing more reliable input information for the vehicle's intelligent control system, thereby achieving more precise vehicle control and improving driving safety and comfort.

[0231] In some embodiments, during implementation, this application also presents the problem of accurately obtaining the inter-axle transfer torque. To address this, embodiments of this application propose a technical solution to obtain the inter-axle transfer torque based on the yaw rate difference, steering position, and the relationship between the inter-axle transfer torque. Specifically, this includes: obtaining an inter-axle correction coefficient; obtaining the total target wheel-end torque; obtaining the inter-axle transfer ratio based on the yaw rate difference and steering position; and obtaining the inter-axle transfer torque based on the relationship between the inter-axle transfer torque, the inter-axle transfer ratio, the total target wheel-end torque, and the inter-axle correction coefficient.

[0232] This technical solution, by introducing parameters such as inter-axle correction coefficient, total target wheel-end torque, and inter-axle transfer ratio, and combining them with the relationship between front and rear inter-axle transfer torque, can more accurately obtain the front and rear inter-axle transfer torque. This helps improve the accuracy of the rear dual-motor differential feedback torque control, thereby better adjusting vehicle speed and improving driving safety.

[0233] First, the inter-axle correction coefficient is obtained. This coefficient is dynamically adjusted based on the vehicle's current driving state to adapt to different road conditions and driving needs. Then, the total target wheel-end torque is obtained, reflecting the overall driving force required by the vehicle. Next, the inter-axle transfer ratio is calculated based on the yaw rate difference and steering position. This ratio determines the torque distribution between the front and rear axles. Finally, by substituting these parameters into the relationship between the front and rear axle transfer torques, the accurate values ​​of the front and rear axle transfer torques can be obtained.

[0234] Optionally, the inter-axle correction factor can be obtained by querying preset mapping data. For example, based on the vehicle's real-time speed and the total target wheel-end torque, the corresponding correction factor value can be found from the inter-axle correction factor mapping data. This method can quickly obtain the correction factor suitable for the current driving conditions, improving computational efficiency.

[0235] Similarly, the inter-axle transfer ratio can be obtained using a similar method. The corresponding ratio value can be found from a preset inter-axle transfer ratio mapping data based on the yaw rate difference and steering position. This preset mapping relationship can be derived from a large amount of experimental data and theoretical analysis, and can adapt to various complex driving conditions.

[0236] As an optional implementation, the total target wheel-end torque can be obtained by summing the target wheel-end torque of the front axle, the target wheel-end torque of the left rear drive motor, and the target wheel-end torque of the right rear drive motor. This calculation method takes into account the contribution of each drive wheel of the vehicle and can comprehensively reflect the vehicle's driving needs.

[0237] Therefore, the technical solution proposed in this application establishes a complete calculation model for the torque transfer between the front and rear axles by comprehensively considering multiple key parameters. This model not only considers the real-time driving state of the vehicle (such as vehicle speed and steering state), but also introduces correction coefficients to adapt to different road conditions. Simultaneously, by using preset mapping data, the required parameter values ​​can be quickly obtained, improving computational efficiency.

[0238] This method offers greater flexibility and precision compared to traditional methods that simply distribute torque according to a fixed ratio. It can dynamically adjust torque distribution based on the vehicle's real-time status, thus better adapting to various complex driving environments. For example, during high-speed cornering, more torque can be distributed to the rear axle by adjusting the inter-axle transfer ratio, thereby improving vehicle stability.

[0239] In a specific embodiment, assuming the vehicle is traveling at 120 km / h on a highway and needs to turn when encountering a curve, the system first detects the vehicle speed as 120 km / h and the steering wheel angle as 15°, calculates the yaw rate difference as 0.2 rad / s, and sets the steering status to 1 (indicating that a turn is in progress).

[0240] Next, the system retrieves the correction coefficient for the current state from the preset inter-axle correction coefficient mapping data, finding it to be 0.8. Simultaneously, it calculates the total target wheel-end torque to be 2000 Nm. Then, based on the yaw rate difference of 0.2 rad / s and the steering state position 1, it retrieves the inter-axle transfer ratio from the inter-axle transfer ratio mapping data, finding it to be 0.3.

[0241] Finally, these parameters are substituted into the relationship for determining the torque transfer between the front and rear axles:

[0242] Inter-axle torque transfer = Total target wheel-end torque * Inter-axle transfer ratio * Inter-axle correction factor

[0243] =2000Nm*0.3*0.8=480Nm.

[0244] This means that under the current driving conditions, 480 Nm of torque needs to be transferred from the front axle to the rear axle to improve the vehicle's steering performance and stability.

[0245] Compared with the prior art, the technical solution of this application has the following advantages:

[0246] 1. Strong dynamic adaptability: By calculating the inter-axle correction coefficient and inter-axle transfer ratio in real time, the torque distribution can be dynamically adjusted according to the real-time status of the vehicle, making it more adaptable.

[0247] 2. High calculation accuracy: It takes into account multiple influencing factors, such as vehicle speed, steering state, and yaw rate difference, resulting in more accurate calculation results.

[0248] 3. Fast response speed: By using preset mapping data to obtain key parameters, calculations can be completed quickly, improving the system's response speed.

[0249] 4. Wide applicability: This method can be applied to various complex driving environments and working conditions, improving the versatility of vehicle control systems.

[0250] In some embodiments, during implementation, this application also faces the problem of accurately obtaining the total target wheel-end torque. To address this, this application proposes a specific technical solution, which includes: obtaining the target wheel-end torque of the front axle, the target wheel-end torque of the left rear drive motor, and the target wheel-end torque of the right rear drive motor; and obtaining the total target wheel-end torque based on the target wheel-end torque of the front axle, the target wheel-end torque of the left rear drive motor, and the target wheel-end torque of the right rear drive motor.

[0251] This technical solution can more accurately and quickly obtain the total target wheel-end torque. This helps improve the accuracy of the rear dual-motor differential feedback torque control, thereby better adjusting vehicle speed and improving driving safety.

[0252] In some embodiments, during implementation, this application also faces the problem of accurately obtaining the inter-axle correction coefficient. To address this, this application proposes a specific technical solution, which includes: obtaining the inter-axle correction coefficient based on inter-axle correction coefficient mapping data, the vehicle's real-time speed, and the total target wheel-end torque; wherein the inter-axle correction coefficient mapping data includes at least one set of mapping relationships between vehicle speed and the total target wheel-end torque.

[0253] This technical solution can obtain the inter-axle correction coefficient more accurately and quickly, which helps to improve the accuracy of the rear dual-motor differential feedback torque control, thereby better adjusting the vehicle speed and improving driving safety.

[0254] In some embodiments, during implementation, this application also faces the problem of accurately obtaining the inter-axle transfer ratio. To address this, embodiments of this application propose a specific technical solution, which includes: obtaining the inter-axle transfer ratio based on inter-axle transfer ratio mapping data, yaw rate difference, and steering state position; wherein the inter-axle transfer ratio mapping data includes at least one set of mapping relationships between the inter-axle transfer ratio, yaw rate difference, and steering state position.

[0255] This technical solution can obtain the inter-axle transfer ratio more accurately and quickly, which helps to improve the accuracy of the rear dual-motor differential feedback torque control, thereby better adjusting the vehicle speed and improving driving safety.

[0256] In some embodiments, during implementation, this application also faces the problem of accurately obtaining the rear axle wheel-end transfer torque. To address this, this application proposes a specific technical solution, including: obtaining the total target wheel-end torque; obtaining the rear axle wheel-end correction coefficient; obtaining the rear axle wheel-end transfer ratio based on the yaw rate difference and steering position; and obtaining the rear axle wheel-end transfer torque based on the rear axle wheel-end transfer torque determination relationship, the rear axle wheel-end correction coefficient, the yaw rate difference, the rear axle wheel-end transfer ratio, and the total target wheel-end torque.

[0257] This technical solution can more accurately and quickly obtain the transfer torque at the rear axle wheel end, which helps to improve the accuracy of the differential feedback torque control of the rear dual motors, thereby better adjusting the vehicle speed and improving driving safety.

[0258] In some embodiments, during implementation, this application also faces the problem of accurately obtaining the rear axle wheel end correction coefficient. To address this, this application proposes a specific technical solution, which includes: obtaining the rear axle wheel end correction coefficient based on rear axle wheel end correction coefficient mapping data, the vehicle's real-time speed, and the total target wheel end torque; wherein the rear axle wheel end correction coefficient mapping data includes at least one set of mapping relationships between vehicle speed and the total target wheel end torque.

[0259] This technical solution can obtain the rear axle wheel end correction coefficient more accurately and quickly, which helps to improve the accuracy of the rear dual motor differential feedback torque control, thereby better adjusting the vehicle speed and improving driving safety.

[0260] In some embodiments, during implementation, this application also faces the problem of accurately obtaining the rear axle wheel-end transfer ratio. To address this, this application proposes a specific technical solution, which includes: obtaining the rear axle wheel-end transfer ratio based on rear axle wheel-end transfer ratio mapping data, yaw rate difference, and steering state position; wherein the rear axle wheel-end transfer ratio mapping data includes at least one set of mapping relationships between the rear axle wheel-end transfer ratio, yaw rate difference, and steering state position.

[0261] This technical solution can more accurately and quickly obtain the rear axle wheel end transfer ratio, which helps to improve the accuracy of the rear dual motor differential feedback torque control, thereby better adjusting the vehicle speed and improving driving safety.

[0262] In some embodiments, during implementation, this application also addresses the issue of how to adjust the toe angle. To address this, this application proposes a specific technical solution, including: independently controlling the left and right rear wheel steering to adjust the toe angle.

[0263] In some embodiments, independent left and right rear wheel steering control of the vehicle includes: obtaining the left rear wheel steering angle and the right rear wheel steering angle based on the real-time vehicle speed and yaw rate difference; and performing independent left and right rear wheel steering control of the vehicle based on the left rear wheel steering angle and the right rear wheel steering angle.

[0264] In some embodiments, obtaining the left rear wheel angle and the right rear wheel angle based on the vehicle's real-time speed and yaw rate difference includes: obtaining the left rear wheel angle and the right rear wheel angle based on left and right rear wheel angle mapping data, vehicle speed, and yaw rate difference; wherein the left and right rear wheel angle mapping data includes at least one mapping relationship between vehicle speed and yaw rate difference.

[0265] In some embodiments, the vehicle control method further includes: determining the direction of the left rear wheel steering angle and the right rear wheel steering angle based on the vehicle speed; wherein the left rear wheel steering angle and the right rear wheel steering angle are the same size but opposite in direction. For example, when the vehicle speed is below 60 km / h and the steering wheel is turned sharply to the left, both the left and right rear wheel steering angles turn to the left; when the vehicle speed is above 60 km / h and the steering wheel is turned sharply to the left, the left rear wheel steering angle turns to the left, and the right rear wheel steering angle turns to the right.

[0266] In practical applications, to address the technical requirement of independent left and right rear wheel steering control and toe angle adjustment, this application combines steer-by-wire and vehicle dynamics control technologies to implement the following scenarios:

[0267] Scenario 1: Slow-speed sharp turn on an urban road (v = 40 km / h, steering wheel turned 60° to the left).

[0268] Data collection:

[0269] Vehicle speed v = 40km / h → Low speed mode triggered; Yaw rate deviation Δψ˙ = 2.5deg / s (target vs. actual deviation);

[0270] Corner calculation:

[0271] Look up the reference rotation angle θ base = 4° (same direction deflection); superimposed MPC compensation θ comp =0.5° → final θ left =θ right = +4.5°.

[0272] Execution control:

[0273] The electric steering system drives the rear wheels at a gradient of 10° / s while monitoring the motor current (anti-stall protection); the actual steering angle is fed back via the FlexRay bus (error from the target value < 0.3°).

[0274] The vehicle control method provided in this application embodiment can achieve a reduction of the turning radius by approximately 20% (from 5.2m to 4.1m) and a reduction of the steering wheel operating force by 15% (due to the load being shared by the rear wheels during steering).

[0275] Scenario 2: Emergency lane change on the highway (v = 100km / h, steering wheel suddenly turns 30°).

[0276] Mode switching:

[0277] Vehicle speed exceeds threshold → High-speed mode activated;

[0278] Yaw rate deviation Δψ˙=-1.2deg / s (vehicle oversteer tendency).

[0279] Reverse deflection control:

[0280] Look up the reference rotation angle θ left = +0.8°, θ right = -0.8°;

[0281] MPC output compensation amount θ comp = +0.2° → final θ left = +1.0°, θ right = -0.6° (asymmetric suppression of yaw).

[0282] The vehicle control method provided in this application enhances vehicle stability: the yaw rate overshoot is reduced by 40% (from 4.5° to 2.7°), and the peak lateral acceleration is limited to within 0.35g (avoiding the intervention of the Electronic Stability Program (ESP)).

[0283] This technical solution achieves toe-in adjustment through independent left and right rear wheel steering gears, maintaining steering stability. Compared with non-independent steering gears, the left and right rear wheels are decoupled and can be adjusted independently.

[0284] In some embodiments, during implementation, this application also addresses the issue of how to adjust the roll angle. To address this, embodiments of this application propose a specific technical solution, which includes controlling the vehicle's active suspension system to adjust the roll angle.

[0285] In some embodiments, controlling the vehicle's active suspension system includes: controlling the vehicle's active suspension system based on the vehicle's real-time speed and steering state. In some embodiments, controlling the vehicle's active suspension system includes: reducing the height of the suspension in the active suspension system to compress the vehicle's center of gravity offset space, and / or increasing the damping of the outer shock absorber in the active suspension system to suppress vehicle roll compression.

[0286] In practical applications, addressing the technical need to adjust vehicle roll angle through an active suspension system, and combining intelligent suspension control with vehicle dynamics theory, some scenarios outlined in this application include:

[0287] Scenario 1: Continuous curves on a mountain road (vehicle speed 60km / h, lateral acceleration 0.6g).

[0288] Data Acquisition and Preprocessing: Inertial Measurement Unit (IMU) detects the roll rate φ * =3.2° / s, steering wheel angle δ = 120° (corresponding to the target's lateral acceleration a) y,desired =0.65g, where g represents the acceleration due to gravity;

[0289] Control command generation:

[0290] a) Suspension height adjustment: According to the formula, the required height reduction is ΔH = -22mm → the air spring quickly vents air, and the height adjustment is completed within 0.5 seconds.

[0291] b) Damping distribution: The outer shock absorber damping is increased to the maximum level (Couter = 4500 Ns / m), while the inner shock absorber maintains medium damping (Cinner = 1800 Ns / m).

[0292] The vehicle control method provided in this application embodiment can reduce the roll angle from 4.8° to 2.5° (a reduction of 48%) and reduce tire ground pressure fluctuation from ±15% to ±7%.

[0293] Scenario 2: Emergency obstacle avoidance on the highway (vehicle speed 120km / h, instantaneous steering input).

[0294] Fast response mechanism: Control commands are transmitted at 2ms intervals via Time-Sensitive Networking (TSN).

[0295] Activate pretension mode: When the steering wheel turning rate dδ / dt > 300° / s, the suspension adjustment begins 50ms in advance.

[0296] Multi-mode collaborative control:

[0297] First stage (steering start): The suspension height drops instantly by 15mm, and the center of gravity is lowered.

[0298] Second stage (tilt development): The damping of the outer shock absorber is increased stepwise to 3800 Ns / m.

[0299] The third stage (correction compensation): The inner shock absorber actively releases pressure, accelerating the vehicle's return to center.

[0300] The vehicle control method provided in this application sets a roll angle safety threshold φ. max =5° When the temperature exceeds the limit, the ESP will intervene to brake and monitor the shock absorber temperature (if it exceeds 120°, the derating protection will be activated).

[0301] This technical solution adjusts the damping and height of the active suspension system in a timely manner according to vehicle speed and steering requirements to reduce roll angle; compared with traditional suspension, active suspension can balance comfort and handling.

[0302] The following describes the vehicle control method provided in the embodiments of this application, taking a three-motor vehicle configuration as an example.

[0303] As shown in Figure 2, the system architecture of the three-motor vehicle includes a VCU vehicle controller 201, an IPB braking system 202, an active suspension system 203, a steering system 204, an IMU inertial navigation sensor 205, a battery management system 206, a left rear drive motor 207, a right rear drive motor 208, a left rear wheel steering gear 209, and a right rear wheel steering gear 210; wherein:

[0304] The vehicle controller 201 is a common component of automotive control systems, including but not limited to the vehicle controller, power management unit, power supply lines, and vehicle bus communication device; it is used to receive data from various sensors, identify the vehicle's motion status, and determine whether the vehicle has lateral deviation. The relevant software programs run in the controller.

[0305] The IPB braking system 202 is a typical component of automotive braking solutions. It is used to determine the driver's braking intention in real time, dynamically adjust the hydraulic braking force of a single wheel cylinder, and ensure the driving safety and stability of the vehicle. The relevant control algorithm runs in the braking electronic control unit.

[0306] The active suspension system 203 is a key support system for modern intelligent chassis, including but not limited to adjustable damping shock absorbers, air spring height adjustment mechanisms, multi-axis body attitude sensors, and road surface pre-aiming control units. It actively suppresses body pitch / roll motion, optimizes tire contact load distribution in real time, and adaptively adjusts suspension stiffness based on road surface characteristics. These adjustment strategies operate within the suspension control unit, working in conjunction with driving modes to achieve a balance between comfort and handling.

[0307] The steering system 204 is the core actuator for the vehicle's lateral movement and control, used to accurately respond to the driver's steering commands and achieve switching between low-speed agility and high-speed stability steering characteristics. The relevant steering logic operates in the steering controller, ensuring functional safety requirements.

[0308] The IMU (six-axis inertial measurement unit) is a fundamental device for vehicle dynamic perception, and this strategy primarily utilizes a six-axis sensor. It is used to output real-time information such as vehicle yaw rate, longitudinal / lateral acceleration, and attitude angles, providing reference data for dynamic control systems such as Vehicle Dynamics Control (VDC) and Traction Control System (TCS). The relevant data fusion algorithm runs in the domain controller.

[0309] The Battery Management System (BMS) 206 is a core component for energy management in electric vehicles. It monitors individual cell voltage / temperature anomalies, dynamically optimizes charge and discharge power boundaries, and maintains the battery pack's optimal operating temperature range through a cooling system. Related management strategies operate within the main control unit of the BMS, ensuring the safety and reliability of the battery system's lifespan.

[0310] The left rear drive motor 207 and the right rear drive motor 208 are the core actuators for the power output of electric vehicles. They are used to receive torque commands from the vehicle controller, achieve high-precision speed / torque control (±1% accuracy), optimize the energy consumption of the electric drive system through multi-condition efficiency MAP, and provide regenerative braking torque.

[0311] The left rear wheel steering gear 209 and the right rear wheel steering gear 210 are key devices for steering coordination control. They are used to dynamically adjust the power assist characteristics according to the vehicle speed and steering angle rate, pull the left and right rear wheels to turn at a certain angle, realize the active steering of the rear wheels (±10° steering angle range), and support the correction of steering trajectory in large dynamic mode.

[0312] Figure 3 is a schematic diagram of the corresponding functional software architecture, which includes an entry / exit unit 301, a state estimation unit 302, and an anti-rollover control unit 303; wherein:

[0313] The entry / exit unit 301 includes a function activation determination unit 3011 and a function exit determination unit 3012, which are used to determine the timing of function activation and exit.

[0314] The state estimation unit 302 includes a dynamics unit 3021 and an acquisition unit 3022, which is used to determine the vehicle's motion state by fusing multiple sensor signals to provide support for entering and exiting the unit. The sensor signals include, but are not limited to, brake pedal depth signal, accelerator pedal depth signal, steering wheel angle signal, wheel speed signal, yaw rate signal, lateral acceleration signal, longitudinal acceleration signal, obstacle recognition signal, road surface type signal, etc.

[0315] The rollover prevention control unit 303 includes left and right rear wheel steering control units 3031, dual-motor torque control unit 3032, IPB control unit 3033, active suspension control unit 3034, and arbitration unit 3035; it is used to coordinate and control the rear wheel steering angle and the differential torque of the rear dual motors. The rollover prevention control unit 303 is used to calculate the vehicle rollover risk coefficient in real time through multi-dimensional dynamic parameter fusion and arbitration unit 3035, providing key state inputs for the active rollover prevention control strategy, specifically including but not limited to physical quantity signals strongly correlated with rollover risk:

[0316] Attitude signals: vehicle roll angle, pitch angle, roll rate, suspension displacement;

[0317] Dynamic signals: lateral / longitudinal acceleration (including slope compensation), yaw rate, estimated values ​​of tire vertical / lateral force, four-wheel speed, steering wheel angle and speed, and dynamic estimate of center of gravity height;

[0318] Environmental inputs: road surface adhesion coefficient, slope angle, and estimated crosswind intensity;

[0319] Load status: monitoring signals for occupant distribution mass parameters and cargo center of gravity offset.

[0320] Figure 4 is a vehicle control flowchart corresponding to the anti-rollover function. As shown in Figure 4, this function is enabled by default. This control method includes:

[0321] S401: Determine if the vehicle is in motion. If it is in motion, activate the rollover prevention function.

[0322] S402: Real-time vehicle status estimation: When the function is enabled, the status estimation unit monitors vehicle load distribution, lateral acceleration and roll angle and other status parameters in real time.

[0323] S403: Determine whether the function activation conditions are met. When the system determines that the risk of lateral instability has reached the activation threshold (such as excessive roll rate or abnormal center of gravity shift), the rollover prevention control unit will immediately intervene.

[0324] S404: Controller execution: Suppresses rollover tendency by dynamically adjusting drive torque distribution, VDC, and adjusting active suspension stiffness.

[0325] S405: Determine whether the function exit conditions are met, such as the vehicle speed decreasing to below the predetermined speed, and exit the rollover prevention function when the function exit conditions are met.

[0326] Figure 5 illustrates the coordinated control method described in Figure 4. Figure 5 provides an example of the data interaction involved in the vehicle control process. This method achieves yaw correction by adjusting the feedback torque and IPB during extreme yaw, and suppresses body roll by adjusting the air spring height and shock absorber damping.

[0327] The specific solution includes the following implementation steps:

[0328] (1) Calculation of yaw rate difference

[0329] Yaw rate difference = desired yaw rate - corrected yaw rate; where the desired yaw rate can be obtained by the VCU based on a reference model such as a two-degree-of-freedom model by looking up a table using the steering wheel angle and the vehicle speed calculated by the VCU, the vehicle speed calculated by the VCU is obtained by the vehicle speed calculation unit inside the VCU, and the corrected yaw rate is obtained by the sensor monitoring in real time and filtering; the reference value for the yaw rate difference is between -30 and 30, including -30 and 30.

[0330] In some embodiments, the blank spaces in Table 1 below (i.e., the expected yaw rate mapping data) represent the final calculated expected yaw rate difference.

[0331] Table 1 Desired Yaw Rate Mapping Data

[0332] Before this step, the vehicle will perform state estimation and prediction, such as estimating the center of gravity sideslip angle and yaw rate, estimating the roll angle and predicting the rollover state based on signals such as vehicle speed signal, IMU six-axis signal, and steering wheel angle rate. When there is a risk of rollover, the vehicle will judge and control the rollover state, such as reducing the vehicle speed. This implementation method can refer to the conventional implementation method and will not be elaborated further.

[0333] (2) Calculation of turning status position

[0334] When the understeering flag is 1, the steering status is -1;

[0335] When the oversteer flag is 1, the steering status flag is 1;

[0336] When the understeer flag is 0 and the oversteer flag is 0, the steering status flag is 0.

[0337] The understeering and oversteering flags are input externally.

[0338] (3) Calculation of torque transfer between front and rear axles

[0339] The inter-axle transfer torque is calculated as follows: Inter-axle transfer ratio * Inter-axle correction coefficient * Total target wheel-end torque; where the total target wheel-end torque equals the front axle target wheel-end torque plus the rear axle target wheel-end torque. The inter-axle correction coefficient is obtained by looking up a two-dimensional table using the vehicle speed calculated by the VCU and the total target wheel-end torque. The inter-axle transfer ratio is obtained by looking up a table using |yaw rate difference| * steering position. The inter-axle correction coefficient ranges from 0 to 1 (inclusive), and the inter-axle transfer ratio ranges from -1 to 1 (inclusive).

[0340] The blank spaces in Table 2 below (i.e., the inter-axis correction factor mapping data) represent the inter-axis correction factors.

[0341] Table 2 Mapping data for inter-axis correction factors

[0342] The blank spaces in Table 3 below (i.e., the inter-axis transfer ratio mapping data) represent the inter-axis transfer ratios.

[0343] Table 3 Inter-axis transfer ratio mapping data

[0344] (4) Calculation of rear axle wheel end transfer torque

[0345] Rear axle wheel-end transfer torque = Rear axle wheel-end correction coefficient * sign(yaw rate difference) * Rear axle wheel-end transfer ratio * |Total target wheel-end torque|. The rear axle wheel-end correction coefficient is obtained by looking up a two-dimensional table using vehicle speed calculated by the VCU and total target wheel-end torque; the rear axle wheel-end transfer ratio is obtained by looking up a table using |yaw rate difference| * steering state position. The rear axle wheel-end correction coefficient ranges from 0 to 1 (inclusive), and the rear axle wheel-end transfer ratio ranges from -1 to 1 (inclusive). `sign()` is a mathematical function that takes the positive or negative sign of the yaw rate difference.

[0346] The blank spaces in Table 4 below (i.e., the rear axle wheel end correction coefficient mapping data) represent the rear axle wheel end correction coefficients.

[0347] Table 4 Mapping data of correction coefficients for rear axle wheel ends

[0348] The blank spaces in Table 5 below (i.e., the rear axle wheel end transfer ratio mapping data) represent the rear axle wheel end transfer ratio.

[0349] Table 5 Rear Axle Wheel End Transfer Ratio Mapping Data

[0350] (5) Calculation of differential torque of the rear dual motors

[0351] Front axle correction target torque = front axle target wheel end torque - front axle to front axle transfer torque value;

[0352] Left rear correction target torque = Left rear drive motor wheel end target torque + Front and rear axle transfer torque value * 0.5 - Rear axle wheel end transfer torque value;

[0353] Right rear corrected target torque = Right rear drive motor wheel end target torque + Front and rear axle transfer torque value * 0.5 + Rear axle wheel end transfer torque value.

[0354] The target torque at the wheel end is obtained by the VCU based on information such as the accelerator pedal depth and brake pedal depth, and can be achieved through the normal driving control strategy unit, which will not be elaborated further in this application.

[0355] (6) Calculation of left and right rear wheel steering angles

[0356] The left and right rear wheel steering angles are obtained by referring to a two-dimensional table based on the vehicle speed calculated by the VCU and the difference in yaw rate. The steering angle of the left rear wheel is shown in Table 6 below, and the right rear wheel is the same. The left and right rear wheel steering angles are the same in magnitude but opposite in direction; the specific angle range is not specified, as they are all within the protection range. The steering angle setting range for the left and right rear wheels is -1 degree to 1 degree, including -1 degree and 1 degree.

[0357] The blank spaces in Table 6 below (i.e., left and right rear wheel steering angle mapping data) represent the left and right rear wheel steering angles.

[0358] Table 6: Left and right rear wheel steering angle mapping data

[0359] (7) Disus control

[0360] The active suspension system receives signals such as the vehicle's driving mode, speed, and steering angle, and adjusts the suspension height and shock absorber damping in a timely manner to ensure vehicle comfort at low speeds and vehicle stability at high speeds.

[0361] The anti-rollover function suppresses the risk of rollover by dynamically adjusting the air suspension height and shock absorber damping in tandem.

[0362] The suspension height adjustment lowers the center of gravity. When the roll rate or lateral acceleration exceeds the limit, the suspension height is quickly lowered to compress the space for the body's center of gravity to shift.

[0363] Shock absorber damping adjustment and outer side reinforcement support: Significantly increase the damping of the outer shock absorber to suppress body roll compression and form rigid support;

[0364] The system uses sensors to provide real-time feedback on the vehicle's attitude.

[0365] (8) IPB control

[0366] By using IPB control calculations, the braking force of the wheel cylinders can be determined for deceleration.

[0367] Figure 6 is a schematic diagram of the vehicle on which the system is mounted. As shown in Figure 6, the vehicle includes, but is not limited to, the front axle electric power steering system 601, the front drive motor 602, the IPB braking system 202, the power battery management system 206, the vehicle controller 201, the right rear wheel steering gear 210, the right rear drive motor 208, the active suspension system 203, the left rear wheel steering gear 209, and the left rear drive motor 207. The functions of these components have been described above and will not be repeated here.

[0368] In summary, in this application, when a vehicle encounters an obstacle and makes an emergency turn at high speed, the higher the speed, the higher the risk of rollover. This application's embodiment utilizes a combination of rear dual-motor differential torque control, a rear-wheel steering system, an active suspension system, and IPB (Independent Braking Brake) for multi-actuator fusion control, resulting in faster control, quicker response, and reduced risk of rollover. Existing technologies generally achieve this through adjustments to four-wheel braking force or drive force distribution. This application's embodiment, however, uses a rear-wheel steering system, an active suspension system, and differential braking torque provided by the left and right rear axle motors for multi-actuator fusion control, resulting in faster control response, better performance, and easier maintenance of stability during steering.

[0369] Figure 7 is a structural schematic diagram of a vehicle control device provided in an embodiment of this application. Referring to Figure 7, according to a second aspect of this application, an embodiment of this application also provides a vehicle control device 700, which includes: an anti-rollover control unit 303, configured to perform rear dual-motor differential feedback torque control on the vehicle according to the vehicle's steering state to adjust the vehicle speed. This vehicle control device 700 has all the beneficial effects of the above-described vehicle control methods, which will not be elaborated further here.

[0370] According to a third aspect of this application, embodiments of this application also provide a non-transitory computer-readable storage medium storing computer instructions thereon, which, when executed by a processor, implement the steps of the vehicle control method described above. This non-transitory computer-readable storage medium possesses all the beneficial effects of the vehicle control method described above, which will not be elaborated further here.

[0371] According to a fourth aspect of this application, embodiments of this application also provide a computer program product, including computer instructions, which, when executed by a processor, implement the steps of the vehicle control method described above. This computer program product possesses all the beneficial effects of the vehicle control method described above, which will not be elaborated upon further herein.

[0372] According to a fifth aspect of this application, embodiments of this application also provide an electronic device, including: a memory and a processor, wherein computer instructions are stored in the memory; the processor is configured to execute the computer instructions in the memory to implement the steps of the vehicle control method described above. This electronic device possesses all the beneficial effects of the vehicle control method described above, which will not be elaborated further here.

[0373] Computer-readable storage media can be, for example, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof, without particular limitation herein. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0374] In some embodiments of this application, the computer-readable storage medium may be any tangible medium that contains or stores instructions that may be used by or in conjunction with an instruction execution system, apparatus, or device.

[0375] The aforementioned computer-readable storage medium may be included in the aforementioned electronic device, or it may exist independently and not assembled into the electronic device. The aforementioned computer-readable storage medium carries one or more instructions that, when executed by the electronic device, cause the electronic device to:

[0376] Based on the vehicle's steering state, the vehicle speed is adjusted by using rear dual-motor differential feedback torque control.

[0377] Computer program code for performing operations of some embodiments of this application can be written in one or more programming languages ​​or a combination thereof. These programming languages ​​include object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network (including a local area network (LAN) or a wide area network (WAN)), or it can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0378] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a part, segment, or portion of code containing one or more executable instructions for implementing a specified logical function.

[0379] It should also be noted that in some alternative implementations, the functions marked in the box may occur in a different order than those marked in the attached figures.

[0380] For example, two consecutively represented blocks can actually be executed in substantially parallel order, and sometimes they can be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, as well as combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified functions or operations, or using a combination of dedicated hardware and computer instructions.

[0381] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0382] According to a sixth aspect of this application, as shown in FIG8, an embodiment of this application also provides a vehicle 10, which includes the aforementioned vehicle control device 700 or the aforementioned electronic device. This vehicle possesses all the beneficial effects of the aforementioned vehicle control device 700 or electronic device, etc., which will not be elaborated further herein.

[0383] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this application does not make any specific restrictions.

[0384] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0385] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0386] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0387] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Although the descriptions of each embodiment in this application have different focuses, and parts not described in detail in a certain embodiment can be referred to the relevant descriptions of other embodiments, any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of this application without departing from the content of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A vehicle control method, comprising: Based on the steering state of the vehicle (10), the vehicle speed is adjusted by performing rear dual-motor differential feedback torque control.

2. The method according to claim 1, wherein, The step of adjusting the vehicle speed by performing rear dual-motor differential feedback torque control based on the vehicle's steering state includes: If the vehicle is in a steering state where it is steering, then the vehicle is subjected to rear dual-motor differential feedback torque control.

3. The method according to claim 2, wherein, The rear dual-motor differential feedback torque control of the vehicle includes: The real-time transfer torque between the front and rear axles and the transfer torque at the rear axle wheel ends of the vehicle are obtained. Based on the transfer torque between the front and rear axles and the transfer torque at the rear axle wheel end, the vehicle is subjected to rear dual-motor differential feedback torque control.

4. The method of claim 3, wherein, The step of performing rear dual-motor differential feedback torque control on the vehicle based on the front and rear axle transfer torque and the rear axle wheel end transfer torque includes: Obtain the real-time target torque at the wheel end of the left rear drive motor and the target torque at the wheel end of the right rear drive motor of the vehicle; The left rear drive motor of the vehicle is controlled based on the target torque at the wheel end of the left rear drive motor, the transfer torque between the front and rear axles, the transfer torque at the wheel end of the rear axle, and the left rear drive control relationship. The right rear drive motor of the vehicle is controlled based on the target torque at the wheel end of the right rear drive motor, the transfer torque between the front and rear axles, the transfer torque at the wheel end of the rear axle, and the right rear drive control relationship.

5. The method according to claim 4, further comprising: Obtain the real-time target wheel end torque of the front axle of the vehicle; The front drive motor of the vehicle is controlled based on the target wheel end torque of the front axle, the transfer torque between the front and rear axles, and the front drive control relationship.

6. The method according to claim 3, wherein, The acquisition of the real-time inter-axle transfer torque and rear axle wheel-end transfer torque of the vehicle includes: Obtain the real-time yaw rate difference and steering status of the vehicle; The relationship between the yaw rate difference, the steering state position, and the transfer torque between the front and rear axles is determined to obtain the transfer torque between the front and rear axles; The rear axle wheel end transfer torque is obtained by determining the relationship between the yaw rate difference, the steering state position, and the rear axle wheel end transfer torque.

7. The method according to claim 6, wherein, The process of obtaining the real-time yaw rate difference and steering state of the vehicle includes: The desired yaw rate is obtained based on the vehicle's real-time speed and steering wheel angle. Obtain the corrected yaw rate; The yaw rate difference is obtained based on the desired yaw rate and the corrected yaw rate.

8. The method according to claim 7, wherein, The step of obtaining the desired yaw rate based on the vehicle's real-time speed and steering wheel angle includes: The desired yaw rate is obtained based on the desired yaw rate mapping data, the vehicle's real-time speed, and the steering wheel angle. The desired yaw rate mapping data includes at least one set of mapping relationships between the vehicle speed and the steering wheel angle.

9. The method according to claim 6, wherein, The process of obtaining the real-time yaw rate difference and steering state of the vehicle includes: Obtain the understeering and oversteering indicator positions; The steering status bit is obtained based on the understeering flag bit and the oversteering flag bit.

10. The method according to claim 6, wherein, The step of determining the relationship based on the yaw rate difference, the steering state position, and the transfer torque between the front and rear axles to obtain the transfer torque between the front and rear axles includes: Obtain the inter-axis correction factor; Obtain the total target wheel-end torque; The inter-axle transfer ratio is obtained based on the yaw rate difference and the steering state position; The front and rear axle transfer torque is obtained based on the relationship between the front and rear axle transfer torques, the axle transfer ratio, the total target wheel end torque, and the axle correction coefficient.

11. The method according to claim 10, wherein, The process of obtaining the total target wheel-end torque includes: Obtain the target wheel end torque of the front axle, the target wheel end torque of the left rear drive motor, and the target wheel end torque of the right rear drive motor; The total target wheel-end torque is obtained based on the target wheel-end torque of the front axle, the target wheel-end torque of the left rear drive motor, and the target wheel-end torque of the right rear drive motor.

12. The method according to claim 10, wherein, The process of obtaining the inter-axis correction coefficient includes: The inter-axle correction coefficient is obtained based on the inter-axle correction coefficient mapping data, the real-time vehicle speed, and the total target wheel-end torque. The inter-axle correction coefficient mapping data includes at least one set of mapping relationships between the vehicle speed and the total target wheel-end torque.

13. The method according to claim 10, wherein, The step of obtaining the inter-axle transfer ratio based on the yaw rate difference and the steering state position includes: The inter-axle transfer ratio is obtained based on the inter-axle transfer ratio mapping data, the yaw rate difference, and the steering state position; The inter-axle transfer ratio mapping data includes at least one set of mapping relationships between the inter-axle transfer ratio, the yaw rate difference, and the steering state position.

14. The method according to claim 6, wherein, The step of determining the relationship based on the yaw rate difference, the steering state position, and the rear axle wheel end transfer torque to obtain the rear axle wheel end transfer torque includes: Obtain the total target wheel-end torque; Obtain the rear axle wheel end correction coefficient; The rear axle wheel end transfer ratio is obtained based on the yaw rate difference and the steering state position. The rear axle wheel end transfer torque is obtained based on the rear axle wheel end torque determination relationship, the rear axle wheel end correction coefficient, the yaw rate difference, the rear axle wheel end transfer ratio, and the total target wheel end torque.

15. The method according to claim 14, wherein, The process of obtaining the rear axle wheel end correction coefficient includes: The rear axle wheel end correction coefficient is obtained based on the rear axle wheel end correction coefficient mapping data, the real-time vehicle speed, and the total target wheel end torque. The rear axle wheel end correction coefficient mapping data includes at least one set of mapping relationships between the vehicle speed and the total target wheel end torque.

16. The method of claim 14, wherein, The step of obtaining the rear axle wheel end transfer ratio based on the yaw rate difference and the steering state position includes: The rear axle wheel end transfer ratio is obtained based on the rear axle wheel end transfer ratio mapping data, the yaw rate difference, and the steering state position; The rear axle wheel end transfer ratio mapping data includes at least one set of mapping relationships between the rear axle wheel end transfer ratio, the yaw rate difference, and the steering state position.

17. The method according to claim 1, wherein, Also includes: Independent left and right rear wheel steering control is applied to the vehicle to adjust the toe angle.

18. The method according to claim 17, wherein, The independent left and right rear wheel steering control of the vehicle includes: Based on the vehicle's real-time speed and yaw rate difference, the left rear wheel angle and right rear wheel angle are obtained; Based on the left and right rear wheel steering angles, the vehicle is subjected to independent left and right rear wheel steering control.

19. The method according to claim 18, wherein, The step of obtaining the left rear wheel steering angle and the right rear wheel steering angle based on the vehicle's real-time speed and yaw rate difference includes: The left rear wheel angle and the right rear wheel angle are obtained based on the left and right rear wheel angle mapping data, the vehicle speed, and the yaw rate difference; The left and right rear wheel steering angle mapping data includes at least one set of mapping relationships between the vehicle speed and the yaw rate difference.

20. The method of claim 19, further comprising: The directions of the left rear wheel steering angle and the right rear wheel steering angle are determined based on the vehicle speed; The left rear wheel angle is the same as the right rear wheel angle but in the opposite direction.

21. The method according to claim 1, further comprising: The active suspension system of the vehicle is controlled to adjust the roll angle.

22. The method according to claim 21, wherein, The control of the vehicle's active suspension system includes: The active suspension system of the vehicle is controlled based on the vehicle's real-time speed and steering state.

23. The method according to claim 22, wherein, The control of the vehicle's active suspension system includes: Lowering the height of the suspension in the active suspension system reduces the space for the vehicle's center of gravity to shift.

24. The method according to claim 22, wherein, The control of the vehicle's active suspension system includes: Increase the damping of the outer shock absorber in the active suspension system to suppress body roll compression.

25. The method according to claim 1, further comprising: The steering state is obtained based on the vehicle's sensor data.

26. The method according to any one of claims 1 to 25, further comprising: The steering state is obtained based on the steering wheel angle rate of the vehicle.

27. A vehicle control device (700), comprising: The anti-rollover control unit (303) is configured to perform rear dual-motor differential feedback torque control on the vehicle according to the vehicle's steering state to adjust the vehicle speed.

28. A computer-readable storage medium having stored thereon computer instructions that, when executed by a processor, implement the vehicle control method according to any one of claims 1 to 26.

29. A computer program product comprising computer instructions that, when executed by a processor, implement the vehicle control method according to any one of claims 1 to 26.

30. An electronic device comprising: Memory, on which computer instructions are stored; A processor for executing the computer instructions in the memory to implement the vehicle control method according to any one of claims 1 to 26.

31. A vehicle (10) comprising the vehicle control device as claimed in claim 27, or the electronic device as claimed in claim 30.

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